Professional Documents
Culture Documents
KLM OM-C Briefing
KLM OM-C Briefing
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0 INTRODUCTION
1 GENERAL INFORMATION
3 EUROPE
4 MIDDLE EAST
10 AFRICA
COVERAGE RESTRICTIONS
Countries/areas not covered in this OM Part C1:
• Pacific ocean airspace west of continental America and Puerto Montt & Punta Arenas UIRs/FIRs (Chile).
• The Johannesburg Oceanic FIR.
• The User Preferred Routes Geographical Zone (UPRGZ) between Africa and Australia.
• Bhutan, Nepal, Papua New Guinea, and Pacific States east of E140º.
• Australia and New Zealand.
k
our ref. SPL/OS OM C1 (124)
date 25 MAR 2021
telephone 0628370861
e-mail [email protected]
This amendment contains several general revisions throughout OM-C1 (General ROM) reflecting recent changes
within KLM Flight Operations:
— B747 related content & procedures deleted.
— Renamed department Flight Tactical Services (FTS) to Air Traffic Management (ATM).
— Renamed Duty Manager Flight (DMF) to Operational Manager Flight (OMF).
The aforementioned changes will not be listed in full detail below.
FLIGHT OPERATIONS
k
our ref. SPL/OS OM C1 (123)
date 25 FEB 2021
telephone 0628370861
e-mail [email protected]
FLIGHT OPERATIONS
OM Part C - General
TableofContents0.TOC 0.1. p.1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1. p.1
Scope & Restrictions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1. p.1
Relation to OM Parts A and B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1. p.1
User Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1. p.1
1. INTRODUCTION
OMPartC-General0.1
4. USER FEEDBACK
Pilot's feedback regarding OM C content can be forwarded via Trip Report.
In urgent cases, pilots should contact Dispatch via ACARS or SATCOM phone.
1. CONVERSION FACTORS
Tables1.1
Distance
To convert into Multiply by
centimetre inch 0.3937
kilometre statute mile 0.6214
kilometre nautical mile 0.5399
nautical mile metre 1852
statute mile metre 1609
foot metre 0.3048
metre foot 3.28
inch centimetre 2.54
yard (3 ft) metre 0.9144
Weight
To convert into Multiply by
kilogram pound 2.2046
pound kilogram 0.4536
ounce kilogram 0.02835
metric tonne pound 2205
Volume
To convert into Multiply by
US gallon litre 3.785
Imperial (British) gallon litre 4.546
litre US gallon 0.2642
litre Imperial (British) gallon 0.2199
Imperial (British) gallon US gallon 1.201
US gallon Imperial (British) gallon 0.8327
Speed
To convert into Multiply by
kilometre/hour knot 0.5399
metre/second foot/minute 196.8
knot kilometre/hour 1.852
foot/minute metre/second 0.00508
metre/second knot 1.9438
Pressure
To convert into Multiply by
atmosphere inch mercury (Hg) 29.92
hecto Pascal inch mercury (Hg) 0.02953
millimetre mercury (Hg) hecto Pascal 1.3332
Temperature
To convert into Multiply by
ºCelsius ºFahrenheit (ºC x 9/5) + 32
ºFahrenheit ºCelsius (ºF - 32) x 5/9
2. SUNRISE TABLE
Night definition: Period during which the centre of the solar disc is more than 6° below the horizon.
For latitudes between 30° - 60°, the night begins 30 min after sunset and finishes 30 min before sunrise.
For latitude 30° or lower, the night begins 15 min after sunset and finishes 15 min before sunrise.
NOTE:
Tabulated 'Local Time' is not LMT, local Standard time or zone time.
1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15
66 1026 0857 0706 0511 0314 0113 0016 0252 0437 0613 0754 0946 66
0956 0803 0621 0425 0227 - 0138 0336 0516 0652 0850 1029
64 0949 0840 0701 0516 0331 0158 0141 0313 0445 0611 0742 0915 64
0928 0752 0620 0433 0251 0132 0217 0351 0519 0646 0830 0947
62 0922 0826 0657 0520 0345 0228 0216 0330 0451 0609 0731 0853 62
0907 0744 0619 0441 0310 0210 0244 0403 0522 0641 0814 0919
N60 0902 0814 0653 0523 0356 0250 0242 0345 0456 0607 0722 0834 N60
0849 0736 0618 0447 0325 0236 0305 0413 0525 0636 0800 0858
58 0845 0804 0650 0526 0406 0307 0302 0357 0501 0606 0714 0819 58
0835 0729 0617 0453 0338 0256 0322 0422 0527 0632 0748 0841
56 0831 0755 0647 0529 0414 0322 0318 0407 0506 0604 0706 0806 56
0823 0724 0616 0458 0349 0313 0336 0430 0529 0629 0738 0826
54 0819 0747 0644 0531 0422 0335 0332 0416 0509 0603 0700 0755 54
0812 0718 0616 0502 0359 0327 0348 0437 0531 0625 0729 0813
52 0808 0740 0642 0533 0429 0346 0344 0424 0513 0602 0654 0745 52
0802 0714 0615 0506 0408 0339 0359 0443 0532 0623 0721 0802
N50 0758 0737 0640 0535 0435 0356 0355 0432 0516 0601 0649 0736 N50
0754 0709 0614 0510 0416 0350 0408 0449 0534 0620 0714 0752
45 0738 0720 0635 0539 0448 0417 0417 0447 0523 0559 0638 0718 45
0735 0700 0613 0518 0432 0413 0428 0501 0537 0614 0659 0732
N40 0722 0709 0631 0543 0459 0433 0435 0500 0528 0557 0629 0702 N40
0721 0652 0612 0524 0446 0430 0444 0511 0540 0609 0646 0715
35 0708 0659 0627 0546 0509 0447 0449 0510 0533 0555 0621 0649 35
0708 0645 0611 0530 0457 0446 0458 0520 0542 0605 0635 0701
N30 0656 0651 0624 0549 0517 0459 0502 0520 0537 0554 0614 0638 N30
0657 0639 0610 0535 0507 0458 0509 0527 0544 0601 0625 0649
N20 0635 0635 0618 0553 0530 0520 0524 0536 0544 0551 0601 0619 N20
0638 0629 0609 0543 0524 0520 0529 0540 0547 0554 0609 0628
N10 0617 0622 0613 0557 0542 0538 0543 0550 0551 0549 0550 0601 N10
0621 0620 0607 0550 0539 0539 0546 0551 0550 0548 0555 0609
Eq 0600 0610 0609 0600 0554 0554 0600 0603 0556 0546 0540 0545 Eq
0605 0611 0606 0557 0553 0557 0602 0601 0552 0543 0541 0552
S10 0543 0558 0604 0604 0605 0610 0617 0615 0602 0544 0530 0529 S10
0549 0602 0604 0604 0606 0614 0618 0611 0555 0537 0528 0534
S20 0525 0544 0558 0607 0616 0628 0636 0629 0602 0541 0519 0512 S20
0532 0552 0602 0610 0620 0633 0635 0622 0557 0531 0513 0516
S30 0503 0528 0552 0611 0629 0647 0656 0644 0614 0538 0506 0451 S30
0512 0541 0600 0618 0637 0654 0654 0634 0600 0523 0456 0454
35 0450 0519 0548 0613 0637 0659 0708 0653 0618 0536 0458 0439 35
0501 0534 0559 0623 0646 0706 0705 0641 0601 0519 0446 0441
S40 0436 0509 0544 0616 0646 0712 0753 0703 0622 0533 0449 0426 S40
0447 0527 0557 0628 0657 0720 0718 0648 0603 0514 0434 0426
45 0418 0456 0539 0618 0656 0728 0739 0715 0627 0531 0439 0409 45
0431 0518 0555 0633 0710 0737 0733 0658 0605 0509 0420 0408
S50 0356 0441 0534 0622 0708 0747 0759 0729 0633 0528 0427 0349 S50
0412 0508 0553 0640 0725 0758 0751 0709 0607 0502 0404 0345
DEGREES
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
LONGITUDE
APPLY TO LT 0.00 0.20 0.40 1.00 1.20 1.40 2.00 2.20 2.40 3.00 3.20 3.40 4.00 4.20 4.40 5.00 5.20 5.40 6.00
DEGREES
95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 175 180
LONGITUDE
APPLY TO LT 6.20 6.40 7.00 7.20 7.40 8.00 8.20 8.40 9.00 9.20 9.40 10.00 10.20 10.40 11.00 11.20 11.40 12.00
3. SUNSET TABLE
Night definition: Period during which the centre of the solar disc is more than 6° below the horizon.
For latitudes between 30° and 60°, the night begins 30 min after sunset and finishes 30 min before sunrise.
For latitude 30° or lower, the night begins 15 min after sunset and finishes 15 min before sunrise.
NOTE:
Tabulated 'Local Time' is not LMT, local Standard time or zone time.
1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15 1 15
66 1342 1531 1719 1858 2042 2246 2342 2117 1920 1724 1532 1351 66
1422 1627 1759 1938 2129 - 2230 2030 1833 1639 1439 1322
64 1420 1548 1724 1853 2025 2159 2226 2057 1913 1727 1545 1422 64
1450 1637 1800 1929 2104 2229 2152 2016 1830 1645 1459 1404
62 1446 1602 1728 1849 2011 2129 2150 2040 1907 1729 1556 1445 62
1512 1646 1801 1922 2045 2152 2126 2004 1827 1650 1515 1432
N60 1506 1614 1732 1846 2000 2107 2125 2026 1901 1731 1605 1503 N60
1529 1653 1802 1915 2029 2126 2106 1954 1825 1655 1529 1453
58 1523 1624 1735 1843 1950 2049 2105 2014 1857 1732 1913 1518 58
1544 1700 1802 1909 2016 2105 2049 1945 1823 1659 1541 1510
56 1537 1633 1738 1840 1941 2034 2049 2004 1853 1734 1620 1531 56
1556 1706 1803 1904 2004 2048 2035 1937 1821 1702 1551 1525
54 1550 1641 1741 1837 1933 2021 2035 1955 1849 1735 1626 1543 54
1607 1711 1804 1900 1954 2034 2023 1931 1819 1706 1600 1538
52 1600 1648 1743 1835 1926 2010 2023 1947 1846 1736 1632 1553 52
1616 1715 1804 1856 1945 2022 2012 1924 1818 1709 1608 1549
N50 1610 1654 1745 1833 1920 2000 2012 1940 1842 1737 1637 1601 N50
1625 1720 1805 1852 1938 2011 2003 1919 1816 1711 1615 1559
45 1630 1708 1750 1829 1906 1939 1950 1924 1836 1740 1649 1620 45
1643 1729 1806 1844 1921 1949 1943 1907 1813 1718 1631 1619
N40 1646 1719 1754 1825 1855 1923 1933 1912 1831 1741 1658 1636 N40
1658 1737 1807 1837 1907 1931 1927 1857 1811 1723 1643 1636
35 1700 1729 1757 1822 1846 1908 1918 1901 1826 1743 1706 1648 35
1710 1743 1807 1832 1856 1916 1914 1849 1809 1727 1654 1650
N30 1712 1737 1801 1819 1838 1856 1905 1852 1822 1745 1713 1700 N30
1722 1749 1808 1826 1846 1903 1902 1841 1807 1731 1704 1702
N20 1733 1752 1806 1815 1824 1836 1843 1836 1815 1748 1726 1719 N20
1740 1800 1810 1818 1828 1841 1843 1829 1804 1738 1720 1724
N10 1751 1805 1811 1810 1812 1818 1825 1822 1809 1750 1737 1737 N10
1757 1809 1811 1810 1814 1822 1826 1818 1801 1744 1735 1742
Eq 1808 1817 1815 1807 1800 1801 1807 1810 1803 1753 1747 1753 Eq
1813 1818 1812 1804 1800 1804 1810 1808 1759 1749 1748 1759
S10 1825 1830 1820 1803 1749 1745 1750 1757 1757 1755 1758 1809 S10
1829 1826 1814 1757 1746 1747 1754 1758 1757 1755 1802 1817
S20 1843 1843 1825 1800 1738 1728 1732 1744 1752 1758 1809 1827 S20
1846 1836 1815 1750 1732 1728 1737 1747 1754 1802 1817 1836
S30 1905 1858 1831 1756 1724 1708 1711 1729 1745 1802 1822 1847 S30
1905 1847 1817 1742 1715 1707 1718 1736 1752 1809 1834 1858
35 1918 1907 1835 1754 1717 1656 1659 1720 1742 1804 1830 1859 35
1917 1853 1819 1737 1706 1655 1707 1729 1750 1814 1845 1911
S40 1932 1918 1839 1751 1708 1643 1645 1710 1738 1806 1839 1913 S40
1930 1901 1820 1732 1655 1641 1654 1721 1749 1818 1856 1926
45 1950 1930 1844 1748 1658 1628 1628 1658 1733 1809 1849 1929 45
1946 1909 1822 1726 1643 1624 1640 1712 1747 1824 1910 1944
S50 2012 1945 1849 1745 1646 1609 1608 1644 1727 1812 1901 1950 S50
2006 1919 1824 1719 1627 1603 1621 1701 1745 1831 1927 2006
DEGREES
0 5 10 15 20 25 30 35 40 45 50 55 60 65 70 75 80 85 90
LONGITUDE
APPLY TO LT 0.00 0.20 0.40 1.00 1.20 1.40 2.00 2.20 2.40 3.00 3.20 3.40 4.00 4.20 4.40 5.00 5.20 5.40 6.00
DEGREES
95 100 105 110 115 120 125 130 135 140 145 150 155 160 165 170 175 180
LONGITUDE
APPLY TO LT 6.20 6.40 7.00 7.20 7.40 8.00 8.20 8.40 9.00 9.20 9.40 10.00 10.20 10.40 11.00 11.20 11.40 12.00
DME VHF DME VHF DME VHF DME VHF DME VHF
channel freq channel freq channel freq channel freq channel freq
36X 109.90 56X 111.90 86X 113.90 106X 115.90
36Y 109.95 56Y 111.95 86Y 113.95 106Y 115.95
17X 108.00 37X 110.00 57X 112.00 87X 114.00 107X 116.00
17Y 108.05 37Y 110.05 57Y 112.05 87Y 114.05 107Y 116.05
18X 108.10 38X 110.10 58X 112.10 88X 114.10 108X 116.10
18Y 108.15 38Y 110.15 58Y 112.15 88Y 114.15 108Y 116.15
19X 108.20 39X 110.20 59X 112.20 89X 114.20 109X 116.20
19Y 108.25 39Y 110.25 59Y 112.25 89Y 114.25 109Y 116.25
20X 108.30 40X 110.30 70X 112.30 90X 114.30 110X 116.30
20Y 108.35 40Y 110.35 70Y 112.35 90Y 114.35 110Y 116.35
21X 108.40 41X 110.40 71X 112.40 91X 114.40 111X 116.40
21Y 108.45 41Y 110.45 71Y 112.45 91Y 114.45 111Y 116.45
22X 108.50 42X 110.50 72X 112.50 92X 114.50 112X 116.50
22Y 108.55 42Y 110.55 72Y 112.55 92Y 114.55 112Y 116.55
23X 108.60 43X 110.60 73X 112.60 93X 114.60 113X 116.60
23Y 108.65 43Y 110.65 73Y 112.65 93Y 114.65 113Y 116.65
24X 108.70 44X 110.70 74X 112.70 94X 114.70 114X 116.70
24Y 108.75 44Y 110.75 74Y 112.75 94Y 114.75 114Y 116.75
25X 108.80 45X 110.80 75X 112.80 95X 114.80 115X 116.80
25Y 108.85 45Y 110.85 75Y 112.85 95Y 114.85 115Y 116.85
26X 108.90 46X 110.90 76X 112.90 96X 114.90 116X 116.90
26Y 108.95 46Y 110.95 76Y 112.95 96Y 114.95 116Y 116.95
27X 109.00 47X 111.00 77X 113.00 97X 115.00 117X 117.00
27Y 109.05 47Y 111.05 77Y 113.05 97Y 115.05 117Y 117.05
28X 109.10 48X 111.10 78X 113.10 98X 115.10 118X 117.10
28Y 109.15 48Y 111.15 78Y 113.15 98Y 115.15 118Y 117.15
29X 109.20 49X 111.20 79X 113.20 99X 115.20 119X 117.20
29Y 109.25 49Y 111.25 79Y 113.25 99Y 115.25 119Y 117.25
30X 109.30 50X 111.30 80X 113.30 100X 115.30 120X 117.30
30Y 109.35 50Y 111.35 80Y 113.35 100Y 115.35 120Y 117.35
31X 109.40 51X 111.40 81X 113.40 101X 115.40 121X 117.40
31Y 109.45 51Y 111.45 81Y 113.45 101Y 115.45 121Y 117.45
32X 109.50 52X 111.50 82X 113.50 102X 115.50 122X 117.50
32Y 109.55 52Y 111.55 82Y 113.55 102Y 115.55 122Y 117.55
33X 109.60 53X 111.60 83X 113.60 103X 115.60 123X 117.60
33Y 109.65 53Y 111.65 83Y 113.65 103Y 115.65 123Y 117.65
34X 109.70 54X 111.70 84X 113.70 104X 115.70 124X 117.70
34Y 109.75 54Y 111.75 84Y 113.75 104Y 115.75 124Y 117.75
35X 109.80 55X 111.80 85X 113.80 105X 115.80 125X 117.80
35Y 109.85 55Y 111.85 85Y 113.85 105Y 115.85 125Y 117.85
126X 117.90
126Y 117.95
5. DIMENSIONAL UNITS
Measurements Dimension
Distance used in navigation (generally > 2 NM) NM and tenths
Relative short distances (e.g. runway lengths) Metres
Altitudes, heights and elevations Metres or feet
Horizontal speed including wind speed Knots
Vertical speed M/sec or feet/min
Wind direction for landing and take-off ºM
Wind direction except for landing and take-off ºT
Visibility, including RVR Km or metres
Altimeter setting Hecto Pascal (hPa)
Temperature ºC
Mass Metric tonnes or kg
Time Hours & minutes, the 24 HR day beginning at midnight (Z)
Country Differences
Bahamas and Bermuda See USA.
Belarus Distances: Km.
Canada Short distances and RVR: Ft. VIS: SM. Altimeter setting: Inches.
Northern Domestic airspace: Wind direction for landing & T/O: ºTrue.
China Long distances: Km. Speed: Km/hr. Wind speed: M/s.
Wind direction for landing & T/O: ºTrue.
Japan Altimeter setting: Inches (hPa on request).
DPR of Korea (North) Distances: Km. ind speed: M/s.
Mongolia Distances above 5 000 m: Km. Horizontal speed: Km/hr.
Wind speed: M/s. Altimeter setting: Mm.
Mexico VIS: SM (and metres). RVR: Ft (and metres)
Puerto Rico See USA.
Russian Federation & CIS Distances: Km. Horizontal speed: Km/hr. Wind speed: M/sec.
Wind direction for landing and T/O: ºTrue, if VAR < 5º.
Ukraine Distances: Km. Horizontal speed: Km/hr.
Vertical speed and wind speed for landing and T/O: M/s.
United States of America Short distances and RVR: Ft. VIS: SM. Altimeter setting: Inches. Temperature:
ºF for surface air and dew point. Mass: Lbs.
Uzbekistan Distances: Km. Horizontal speed: Km/hr. Wind speed: M/sec.
Wind direction for landing and T/O: ºTrue.
MM 0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.0 9.0
580 773.2 774.6 775.9 777.2 778.6 779.9 781.2 782.6 782.9 785.2
590 786.6 787.9 789.2 790.6 791.9 793.2 794.6 795.9 797.2 798.6
600 799.9 801.2 802.6 803.9 805.2 806.6 807.9 809.2 810.6 811.9
610 813.2 814.6 815.9 817.2 818.6 819.9 821.2 822.6 823.9 825.2
620 826.6 827.9 829.2 830.6 831.9 833.2 834.6 835.9 837.2 838.6
630 839.9 841.2 842.6 843.9 845.2 846.6 847.9 849.2 850.6 851.9
640 853.2 854.6 855.9 857.2 858.6 859.9 861.2 862.6 863.9 865.2
650 866.6 867.9 869.2 870.6 871.9 873.2 874.6 875.9 877.2 878.6
660 879.6 881.2 882.6 883.9 885.2 886.6 887.9 889.2 890.6 891.9
670 893.2 894.6 895.9 897.2 898.6 899.9 901.2 902.6 903.9 905.2
680 906.6 907.9 909.2 910.6 911.9 913.2 914.5 915.9 917.2 918.5
690 919.9 921.2 922.5 923.9 925.2 926.5 927.9 929.2 930.5 931.9
700 933.2 934.6 935.9 937.2 938.6 939.9 941.2 942.6 943.9 945.2
710 946.6 947.9 949.2 950.6 951.9 953.2 954.6 955.9 957.2 958.6
720 959.9 961.2 962.6 963.9 965.2 966.6 967.9 969.2 970.6 971.9
730 973.2 974.6 975.9 977.2 978.6 979.9 981.2 982.6 983.9 985.2
740 986.6 987.9 989.2 990.6 991.9 993.2 994.6 995.9 997.2 998.6
750 999.9 1001.2 1002.6 1003.9 1005.2 1006.6 1007.9 1009.2 1010.6 1011.9
760 1013.2 1014.6 1015.9 1017.2 1018.6 1019.9 1021.2 1022.6 1023.9 1025.2
770 1026.6 1027.9 1029.2 1030.6 1031.9 1033.2 1034.6 1035.9 1037.2 1038.6
780 1039.9 1041.2 1042.6 1043.9 1045.2 1046.6 1047.9 1049.2 1050.6 1051.9
790 1053.2 1054.6 1055.9 1057.2 1058.6 1059.9 1061.2 1062.6 1063.9 1065.2
Decimal Conversion (Add)
MM 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
HPa 0.1 0.3 0.4 0.5 0.7 0.8 0.9 1.1 1.2
1. GENERAL
AirportSigns1.2
There are two groups: Mandatory Instruction Signs and Information Signs.
Combinations of Mandatory Instruction Signs (red background) and Information Signs (black or yellow
background) may be used.
Signs are illuminated by night, and by day when visibility conditions are less than 800 m.
Where it is impracticable to install a sign, or where operationally required to supplement a sign, a pavement
marking may be provided.
B 25 - 07 25 - 07 B
A 25 25 A
Location / Runway designation Runway designation / Location
25 - 07 CAT II 25 - 07 CAT II
Runway designation / CAT II Holding position Runway designation / CAT II Holding position
No entry
3. INFORMATION SIGNS
Information Signs identify a specific location, routing (direction or destination), or special information.
LH side RH side
A
Location
C B C
Direction / Location / Direction
B C C C B
Location / Direction Direction Direction / Location
B B
Location / Runway vacated Runway vacated / Location
G2 G G G2
Runway exit Runway exit
CARGO APRON
Destination Destination
F G C A E D
Direction / Direction / Direction / Location / Direction / Direction
2000 m 2500 m
Remaining distance Remaining distance
Take-off from intersection signs
1. INTRODUCTION
VisualDockingGuidanceSystems1.3
— All systems are adjusted for use by the pilot occupying the left-hand seat.
— When using electronic VDGS, ensure that the correct aircraft type remains displayed.
— Systems activated by sensors embedded in the stand pavement may malfunction because of snow or ice.
Additionally, pneumatic sensors could be punctured and deflated.
— Electronic VDGS display text is self explanatory, except:
• ID FAIL, or NO ID = Aircraft type identification failed.
• STND = Stand (number).
• T-FAR, or 2FAR= Too far.
• BON, CHCK ON, or CHOC ON = Blocks/chocks on.
• 400 H, and/or PCA = 400 Hz external power and/or (external) Pre-Conditioned Air available.
• GATE BLOCK, or VIEW BLOCK = The optical sensor detected a blocking object.
• SBU = Safety back-up sign: The aircraft missed 1 or more sensors.
• ERR = System error.
• ESTP, or ESTOP = Emergency STOP.
• DOWN GRAD = During low VIS conditions: Wait for activation of the closing rate indicator.
• MAN = Docking to be performed manually; no guidance available from the system.
• BR IN = Bridge in safety zone.
2. PNEUTRONIC
The system is activated by pneumatic sensors embedded in the stand pavement.
3. RLG
The system is activated by induction loops embedded in the stand pavement, or by a laser system.
A laser system activates the yellow lights when 10 meter from STOP, and the associated display (not shown
in the drawings) will then countdown 9 m, 8 m, 7 m, etc. to STOP.
YELLOW
(CAUTION
RRED
4.50 M FROM
(STOP)
THE STOP POINT)
INDUCTION LOOPS
1.80 M X 0.30 M
RM_17/08-03
4. SAFEGATE
The system is activated by induction loops embedded in the stand pavement.
7 M FROM
THE STOP
POINT
GREEN (FREE STARD)
INDUCTION LOOPS
1.50 M X 0.40 M
RM_19/08-03
5. DASA
ALPHANUMERICAL
INFORMATION :
AEROPLANE TYPE/DISTANCE
TO STOP POINT
A 3 1 0
RED BAR : STOP POINT
REACHED
RM_41/08-03
TAXIING GUIDANCE LINE
YELLOW ARROW :
COMMAND ARROW FOR
HEADING OF AEROPLANE
6. SAFEDOCK 1 & 2
The 2 systems are activated by a laser system. Simultaneous use by both pilots is possible.
The systems are identical, except that Safedock 1 has two rows of yellow closing rate lights (see drawing),
while Safedock 2 has only one row.
AEROPLANE TYPE,
LASER UNIT
8. SAFEDOCK 3 & 3S
Docking with Safedock 3 Docking with Safedock 3S
RM 28/08 03
RM_23/08-03
SCROLLING
ARROWS
SCROLLING
ARROWS
STOP STOP STOP STOP
RM 29/08 03
FLASHING
RM_24/08-03
FLASHING
RED ARROW RED ARROW
SOLID YELLOW
SOLID YELLOW
ARROW
ARROW
CLOSING RATE STOP STOP STOP STOP
INFORMATION
RM_25/08-03
RM 30/08-03
CLOSING RATE
INFORMATION
STOP STOP
STOP STOP
RED
RED
RECTANGULAR
RECTANGULAR
FIELDS
FIELDS
RM 31/08 03
RM_26/08-03
HB
STOP STOP
STOP STOP
CLOSING RATE
GUIDANCE TO STOP
RM_38/08-03
CENTRE LINE
GUIDANCE
GREEN LIGHTS
(OPEN GATE)
STOP BAR
(moving downwards)
RM_34/08-03
RED GREEN
RM_81/08-03
AEROPLANE
TURN RIGHT TURN LEFT ON CENTRE LINE
— Stop guidance
—
VERTICAL HORIZONTAL
GREEN
RM_82/08-03
RED
12. INOGON
The systems consists of two identical beacons, one for azimuth guidance and one for stop guidance.
STOP CENTRELINE
BEACON BEACON
STOP
Stop Line
CENTRE LINE A300
S
T
Centre
O
BEACON BEACON B747 P
POSITION
4
POSITION 4
POSITION
3
POSITION 3
"SLOW FORWARD" "STEER RIGHT"
POSITION
2
POSITION 2
RM_37/08-03
POSITION
1
POSITION 1
"FORWARD" "FORWARD"
PILOT'S LINE
OF VISION
RM_85/08-03
RIGHT OF ON CENTRE LINE LEFT OF
CENTRE LINE CENTRE LINE
— Stop guidance
STOP BEACON
0-A = 20 METERS C
RM_86/08-03
0-B = 40 METERS
0-C = 50 METERS
0-D = 80 METERS
D
— Stop guidance
When both green and yellow traffic lights are ON, approximately 10 m remain to the stop position.
When only the yellow light is ON, approximately 5 m remain to stop position and the speed shall be reduced.
CLOSING RATE
INDICATOR CENTRE LINE GUIDANCE
RM_39/08-03
1
19 D:2 STOP
RM_44/08-03
Check that the alpha numerical display (1) shows the correct aircraft type and flight number and that the closing
rate indicator (3) is activated. Azimuth guidance is provided by INOGON (2).
Maximum 1 hour before ETD the departure flight number is displayed.
STOP ELEMENT
CENTRE LINE
MARKER BOARD
GUIDANCE
ELEMENT
RM_47/08-03
YELLOW
CENTRE LINE
MIRROR
RM_55/08-03
AEROGARE
PILOT'S LINE
CENTRE LINE OF VISION
A300 B767
A300 B767
A320 : "STOP"
BLACK
GREEN
FWD
RM_56/08-03
DC8
737
A340 B747
A300
RM_87/08-03
B737
RM_59/08-03
A320
RM_58/08-03
CONTROL
PANEL CONTROL
PANEL
PILOT'S LINE
OF VISION
CENTRE LINE
RM_35/08-03
RIGHT OF CENTRE LINE ON CENTRE LINE LEFT OF CENTRE LINE
TURN LEFT TURN RIGHT
1. ENTRY
ICAOHolding&Racetrack1.5
2. BANK ANGLE
25º or a rate of turn of 3º/second, whichever requires the lesser bank.
3. WIND CORRECTION
— Tail and headwind
• 1-minute pattern: Reduce/extend outbound time by 1 second per kt wind component.
• 1½-minute pattern: Reduce/extend outbound time by 1½ second per kt wind component.
— Crosswind
• On outbound or inbound turn (perpendicular to the inbound track), correct 2x the drift in seconds into
wind. Double the correction at altitudes above 14 000 ft.
• On outbound leg, correct 1x drift in degrees into wind.
or: On outbound leg, correct 2x drift in degrees into wind.
Average Difference
Latitude Westbound Eastbound
>65º +5º -5º
65 - 45º +4º -4º
45 - 30º +3º -3º
30 - 15º +2º -2º
<15º Ignore Ignore
3. DF ACCURACY CLASSES
Bearing Position
A = within ± 2° A = within 5 NM
B = within ± 5° B = within 20 NM
C = within ± 10° C = within 50 NM
D = less than C D = less than C
4. FOUR-POINT BEARING
To find distance abeam VOR or NDB (without DME):
1. Measure time interval T between position A (= 45º before B), and position B (= abeam).
2. Find distance from B to navaid = T x Ground speed.
3. Distance A - B = distance B - navaid.
6. TARMAC DELAY
Stringent Government of Canada AIr Passenger Protection rules apply, see OM C1 (General ROM) 7.10.
— Any Tarmac delay: The PiC shall log all actions on the Checklist/Log (see eReporting).
If delay >2 (two) hours, the PiC shall complete and send the digital Log.
— Max. Tarmac delay without providing passenger opportunity to deplane: 3 (three) hours.
1. INTRODUCTION
OverflyPermits-Winter20211.7
Overfly permit numbers may be required in-flight by civil and/or MIL ATC.
ATM-Dispatch may have more up-to-date information, including applicable flight numbers.
2. EUROPE
— Belarus (Minsk FIR): Approved, no permit number
— Russian Federation: REF TLX: COMMS REF: 220909 @M02060
3. MIDDLE EAST
— Israel: REF TLX/EMAIL: 19OCT20 (ASOC), 23OCT20 (IAA)
— Jordan: CLN NO (JOR/OP/0700) KLM (OVF)
— Kuwait: PERM NO.(551-ATO/20) STP
— Oman: DAT/OF/KLM/0002/2020
— Saudi Arabia: 202058116TA
202057837RA (KL491/492)
— Qatar: QCAA/CLR1829/28OCT2020 (KL1101)
8. AFRICA
— Angola: DIR/OVFP/6398/DTA
— Botswana: CAAB 7/5/43 III (195)
— Egypt: ECAA4630
ECAA6060 (KL491/492 ONLY)
ECAA5148 (KL1101/1102 ONLY)
— Ethiopia: CAA1802
— Kenya: MOT&I/AT/028/155 VOL. IV (127)
— Mali: 3608/ANAC/DG (KL587/588)
3609/ANAC/DG (KL589/590)
3610/ANAC/DG (KL103/104)
— Morocco: 3387 DTA/DRTA/SAGTA 2020
— Mozambique: DTA/0439/A2020
— Namibia: BI02/1089/2020
— Nigeria: AA14129091442
— Rwanda: 12.06/AC/0274/2020
— Senegal: NR2409/2020/ANACIM/DG/DTA/KB
— South Africa: REF LETTER DEPARTMENT TRANSPORT: 14/02/2020
— Sudan: CAA/7/AT/A.17/4212
— Tanzania: TCAA/5054/90169 (KLM591/592/103/104)
TCAA/5054/90168 (KLM525/527/529/535/537/539)
— Tunisia: DGAC 20/305/09
DGAC 20/373/10 (KL509/10)
— Uganda: CAA/UGA/20201007/108E
— Zambia: CVD/285/OCT/20 (KL591/2)
CVD/185/OCT/20 (KL509/10)
CVD/186/OCT/20 (KL103/4)
— Zimbabwe: YUB024/20
1. INTRODUCTION
Abbreviato
i ns2.1
— This list is compiled from AIPs, ICAO Doc. 8400, FAA Order 7340.1 and KLM (incl. Lido) abbreviations.
— Abbr. in bold typeface are considered to be 'ready knowledge' and used in OM Part C without explanation.
— Abbreviations exclusively related to OM Part B are not given.
— Abbreviations exclusively used in Canadian, US or Mexican MET reports are given in Section 7.
— Decoding of NOTAM 2nd to 5th letter in paragraph 2.2.
2. DECODING
A Amber, Asphalt
A1, A2, A3 Types of AM radio emissions: A1 and A2 = Telegraphy, A3 = Telephony
A/A Air-to-air
AA Approach angle, All after ....
AAA, AAB, etc. Amended meteorological message
AAD(C) Approach and departure (control)
AAE Above aerodrome elevation
AAF Army airfield
AAI Angle of approach indicator
AAIM Aircraft autonomous integrity monitoring
AAL Above aerodrome level
AARA Air-to-air refueling area
AAS Airport advisory service
AASR Airport + airways surveillance radar
AATM At all times
AAUP Attention all users page
AB All before ...., Airborne, Air base
ABAS Aircraft based augmentation system
ABB(R) Abbreviation(s)
ABCST Automatic broadcast
ABM Abeam
ABN Aerodrome beacon
ABNDT Abundant
ABNML Abnormal
ABT About
ABV Above
A/C, AC Aircraft, Altocumulus, Approach control, Advisory circular
ACA Arctic control area, Approach control area
ACAS Airborne collision avoidance system (ICAO)
ACC Area control (centre), According to
ACCID Notification of an aircraft accident
ACCUM Accumulate, accumulation
A-CDM Airport collaborative decision making
ACFF Aerodrome category for rescue and fire fighting
ACID Aircraft identification
ACK Acknowledge
ACL Altimeter check location
ACN Aircraft classification number
ACP Acceptance, Altimeter checkpoint
ACPT Accept(ed)
ACR Approach control radar, Air carrier
ACRV Airport crash rescue vehicle
ACT Actual, Active, Activated, Activities, Air combat training
B Blue
BA Braking action
BALS Basic approach light system
BARO-VNAV Barometric VNAV
BASE Cloud base
BB Backbeam
BC Backcourse, Patches
BCM Backcourse marker
BCN Beacon (aeronautical ground light)
BCST Broadcast
BDRY Boundary
BDT US Bering daylight time (+10 = UTC)
BECMG Becoming
BERM Snowbank(s) containing earth/gravel
BFR Before
BGN(G) Begin(ning)
BIRDTAM Special NOTAM concerning bird activity
BIT Bituminous
BKN Broken (clouds: 5 - 7 oktas)
BL.. Blowing, followed by DU, SA or SN
BLDG(S) Building(s)
BLN Balloon
BLO Below (clouds)
BLW Below
BM Back(beam) marker
BND Bound
BNTH Beneath
BOLDS Burroughs optical lens docking system
BOBCAT Bay of bengal cooperative ATFM advisory system
BOTA Brest oceanic transition area
BOW Bowmonk decelerometer (USA)
BPOC Before proceeding on course
BR Mist
BRAF Braking action fair
BRAG Braking action good
BRAM Braking action medium
BRAN Braking action nil
BRAP Braking action poor
BRD Brakemeter - Dynometer
BRF Short (type of approach), Brief
BRG Bearing
BRKG Braking
B(-)RNAV Basic RNAV
BS Commercial Broadcasting station
BSR Blue spruce route
BST US Bering standard time (+11=UTC)
BTL Between layers
BT(W)N Between
BVLOS Beyond Visual Line Of Sight (RPAS)
BYD Beyond
CNL Cancellation
CNS Communications, navigation and surveillance, Continuous
CNTR(LN) Centre (line)
CNVG Converge, converging
COBT Calcutated off-blocks time
COM (Radio) Communications
COMLO Compass locator
COMP Company
CONC Concrete
COND(S) Condition(s)
CONS Continuous
CONST Construction, constructed
CONT Continue(d, ous)
CONUS Conterminous USA
COOR(D) Co-ordinate, co-ordination
COP Change over point
COR Correct(ion), corrected
COT At the coast
COV Cover(ed), covering
CPDLC Controller-pilot data link communications
CPL Current flight plan
CR Contingency route
CRAM Conditional route availability message
CRAR Country rules and regulations
CRC Cyclic redundancy check
CREP Compulsory REP
CRFI Canadian runway friction index
CRP Compulsory REP
CRS Course, Contingency route scheme
CRV Crash rescue vehicle
CRZ Cruise
CS, C/S Call-sign (associated with RT)
CS Cirrostratus
CST US Central standard time (+6 = UTC), Coast
CSTL Coastal
CTA Control area
CTAF Common traffic advisory frequency
CTAS Controlled airspace
CTC Contact
CTL Control
CTLZ Control zone
CTN Caution
CTOT Calculated Take-off Time
CTR Control zone
CTRA Cold Temperature Restricted Airports
CU Cumulus, Cubic
CUF Cumuliform
CUST Customs
CVFP Charted visual flight procedures
CVFR Controlled VFR (flight)
CVSM Conventional vertical separation minimum
CW Continuous wave, Clockwise
DLA(D) Delay(ed)
DLT(D) Delete(d)
DLV Delivery
DLY Daily
DM Downlink message
D-MCL Drift down MCL (KLM)
DME/N Standard DME
DME/P Precision DME
DN Down (runway slope)
DNG Danger(ous)
DNSLP Down slope
DOC Designated operational coverage (navaid), Department of Communications
DOD Department of Defense
DOF Date of flight
DOM Domestic
DOR Designated operational range
DOT Department of Transport
DP Decision point, Dew point temperature, Departure procedure, Descent point
DPCR Departure procedure
DPT Depth
DR Dead reckoning, Direct route
DR... Low drifting (followed by DU, SA or SN)
DRCO Dial-up remote communication outlet
DRCT Direct
DRFT(D) Drift(ed) snowbank(s) caused by wind
DRG During
DS Dust storm, Direct Speech
DSB Double side band (HF)
DSPLCD Displaced
DSTC Distance
D(S)T Daylight saving time
DTG Date time group
DTHR Displaced threshold
DTRT Deteriorate or Deteriorating
DTW Dual tandem wheels, Downwind termination WP
DU (Widespread) dust
DUC Dense upper cloud
DUR Duration
DURG During
DURN Duration
DVFR Defence VFR (flight)
DVLP Develop
D-VOLMET Digital or Data link VOLMET
DVOR Doppler VOR
DW Dual wheels
DWPNT Dew point
DZ Drizzle
G Green, Gust(s)
....G Grid track
GA General aviation, Go-around
G/A Ground-to-air
GAFOR General aviation forecast
HAZ Hazard
HBN Hazard beacon
HCC Hub Control Centre
HDF HF direction finding station
HDG Heading
HDT Hawaiian daylight time (+9 = UTC)
HEL Helicopter
HF High frequency band (3-30 MHz)
HFDL HF data link
HG (Inches of) mercury
HGS Head-up guidance system
HGT Height or Height above
HH All synoptic hours (00, 03, 06, etc.)
HI High Intensity
HIAL(S) High intensity approach lights (system)
HIBAL High altitude balloon
HI-ILS High ILS (military)
HIRCLL High intensity runway centre line lights
HIRL(S) High intensity runway lights (system)
HIRO High intensity runway operations
HJ(+...) SR to SS (+... minutes after SS)
HL High level, Height loss
HLDG Holding
HLF Half
HMR Helicopter main route
HMU Height monitoring unit
HN SS to SR
HND Hundred
HO Service available to meet operational requirements, Dutch
HOL Holiday(s)
HOSP Hospital aircraft
HOT Hold-over time
HP Holding pattern
HPA Hecto Pascal
HPZ Helicopter protected zone
HR(S) Hour(s), Hours of service
HRTZ High intensity radio transmission zone
HS Service available during hours of scheduled operations, Hot spot
HST High speed taxiway turn-off, Hawaiian standard time (+10 = UTC)
HTA Helicopter training area
HTZ Helicopter traffic zone
HUD Head-up display
HURCN Hurricane
HVDF HF and VHF DF stations (same location)
HVY Heavy
HWS Horizontal wind shear
HX Irregular working hours
HYR Higher
HZ Hertz, Dust haze
IA Intermediate altitude
IAA Initial approach altitude
IAC Instrument approach chart
IAF Initial approach fix
IAL Instrument approach and landing chart
IALS Intermediate approach light system
IAO In and out of clouds
IAP Instrument approach procedure
IAR Intersection of air routes
IAS Indicated air speed
IATA International Air Transport Association
IAVW International airways volcano watch
IAWP Initial approach waypoint
IBN Identification beacon
IBND Inbound
IC Ice crystals (diamond dust), Incident commander (ARFF)
ICAO International Civil Aviation Organisation
ICE Icing
ID Identifier or Identify
IDENT Identification
I.E. That is (Latin: id est)
IF Intermediate (approach) fix
IFBP In-flight broadcast procedure (IATA)
IFF Identification friend/foe
IFPS Integrated flight plan processing system (Eurocontrol)
IFR Instrument flight rules
IGA International general aviation
IGS Instrument guidance system
ILS Instrument landing system
IM Inner marker ILS
IMC Instrument meteorological conditions
IMG Immigration
IMPL Implemented, implementation
IMPR Improve, Improving
IMT Immediate(ly)
IN Inch
INA Initial approach
INBD Inbound
INC In cloud
INCERFA Uncertainty phase
INCL Including, included, inclusive
INDEF(LY) Indefinite(ly)
INF Inland nav facility/fix
INFO Information
INHG Inches of mercury
INO Indian Ocean (ICAO region)
INOP Inoperative
INP If not possible
INPR In progress
INS Inches, Inertial navigation system
INSTL Install(ed) or Installation
INST(R) Instrument
INT Intersection
INTCPT Intercept
INTER Intermittent
INTL International
INTR Interior
INTRM Interim
INTRP Interrupt or Interruption or Interrupted
INTSF Intensify(ing)
INTST Intensity
INTXN Intersection
INVOF In the vicinity of
INWP Intermediate approach waypoint
IORRA Indian ocean random routing RNAV area
IPV Improve
IR Ice on runway, IFR military training route
IRT Individual runway take-off chart
IRVR Instrument RVR
ISA International standard atmosphere
ISOL Isolated (clouds: Individual CBs or TCUs)
ITCZ Intertropical convergence zone
ITF Intertropical front
IWP Intermediate WP
J Joule
J... Jet (airway designator USA)
JAN January
JB(AR) Jet barrier (arresting gear)
JRCC Joint RCC
JSDF Japanese Self Defense Forces
JTST Jetstream
JUL July
JUN June
M Metre(s), Minus
M... Mach number, Minimum (RVR) value, Military operations area
... M Degrees Magnetic
MA Missed approach, Minimum altitude
MAA Maximum authorized altitude
MAG Magnetic
MAHF Missed apporach holding fix
MAHWP Missed approach holding WP
MAINT Maintenance
MAL Maximum assignable level
MALS Medium intensity approach lighting system
MALSF Medium intensity approach light system with sequenced flashing lights
MALSR Medium intensity approach lighting system with runway alignment indicator lights
MAN Manual
MAP Aeronautical maps and charts (AIP), Missed approach point
MAPT Missed approach point
MAR March, At or over sea
MARA Military activity restriction area
MARS Military middle airspace radar service
MASPS Minimum aircraft systems performance specifications
MAT Mid Atlantic (ICAO region)
MATZ Military ATZ
MAWP Missed approach WP
MAX Maximum
MB Millibar(s), Marker beacon
MBST Microburst
MBZ Mandatory broadcast zone
MCA Minimum crossing altitude (ICAO), Minimum cruising altitude
MCAS Marine Corps air station
MCL Minimum cruising level
MCTR Military CTR
MDA Minimum descent altitude, Managed danger area
PSN Position
PSP Pierced steel plank(ing)
PSR Packed snow on runway, Primary surveillance radar
PST US Pacific standard time (+8 = UTC)
PSTN Public switched telephone network
PSYS Pressure system(s)
PT Procedure turn, Point
PTN Procedure turn
P-TRK Prescribed track (Circling)
PVASI Pulsating/steady VASI
PWB Pilot weather briefing
PWR Power
TF Track to fix
TFC Traffic
TFR Temporary flight restriction
TFT Tatra friction tester (Slovakia)
TGL Touch-and-go landing
TGS Taxiing guidance system
TH Transition height, Turn height
THL Take-off hold light
THIL Threshold identification light
THN(G) Thin(ning)
THR Threshold
THRU(T) Through(out)
THU Thursday
TI temporary instruction
TIA Traffic information area
TIBA Traffic information broadcast by aircraft
TIL Until (time)
TIP Until past (place)
TR Track, Transition, Temporary revision
TIZ Traffic information zone
TKOF Take off
TL Take off weight limitation (table), Transition level, Until
TLV Transition level
TLS Taxiway lighting system
TM Transmissometer, Time (printed PIREP only)
TMA Terminal control area
TMC Terminal control centre
TMI Track message identification
TMPRY Temporary
TMW Tomorrow
TMZ Transponder mandatory zone
TN Minimum temperature (TAF)
TNA Turn altitude
TNGT Tonight
TNH Turn height
T/O Take-off
TO To ..... (place)
TOBT Target off-blocks time
TOC Top of climb, table of contents
TOD Top of descent
TODA Take-off distance available
TOP Cloud top
TORA Take-off run available
TOS Traffic orientation scheme
TOW Take-off weight
TP Turning point
TPR Trans-Polar Route
TR Track
TRA(G) Temporary reserved airspace (gliders), Tower radar area
TR.ALT Transition altitude
TRACON Terminal radar approach control facility
TRANS Transmits or Transmitter
U Increasing, Upward
U.... Upper (airway designator)
....U UTC when preceded by figure group
UA Air report (AIREP)
UAA Upper advisory area
UAC(C) Upper area control (centre)
UAR Upper air route
UAS Unmanned Aircraft System
U.C. Under construction
UDA Upper advisory area
UDF UHF direction finding station
UDR Upper advisory route
UFN Until further notice
UHF Ultra high frequency band (300 - 3000 MHz)
UIC Upper information centre
UIR Upper flight information region
UA Unmanned Aircraft
UL Uplink
X Cross
XBAR Cross-bar (ALS)
X(I)NG Crossing
XPLOS Explosives
XS Atmospherics
XTDG Extending
XTK Cross track distance
XTVS Extensive
XW Crosswind
XX Heavy (weather phenomena)
XXX Top or base is outside the atmospheric layer of the (Significant WX) chart
Y Yellow
YCZ Yellow caution zone (runway lighting)
YD(S) Yard(s)
YDT Yukon daylight time (+8 = UTC)
YR Your
YST Yukon standard time (+9 = UTC)
....Z UTC
ZFM Zero fuel mass
ZFW Zero fuel weight
ZM Z-marker (VHF station location marker)
FA Aerodrome ad
FB Friction measuring device (specify type) friction measuring device
FC Ceiling measurement equipment ceiling measurement eqpt
FD Docking system (specify type) dckg system
FE Oxygen (specify type) oxygen
FF Fire fighting and rescue fire and rescue
FG Ground movement control gnd mov ctl
FH Helicopter alighting area/platform hel alighting area
FI Aircraft de-icing (specify) acft de-ice
FJ Oils (specify type) oil
FL Landing direction indicator ldi
FM Meteorological service (specify type) met
FO Fog dispersal system fog dispersal
FP Heliport heliport
FS Snow removal equipment snow removal eqpt
FT Transmissometer (specify runway and, as applicable, position) transmissometer
FU Fuel availability fuel avbl
FW Wind direction indicator wdi
FZ Customs cust
Changes
CA Activated act
CC Completed cmpl
CD Deactivated deactivated
CE Erected erected
CF Operating frequency(ies) changed to opr freq changed to
CG Downgraded to downgraded to
CH Changed changed
CI Identification or radio call-sign changed to ident/rdo call sign changed to
CL Realigned realigned
CM Displaced displaced
CN Cancelled cnl
CO Operating opr
CP Operating on reduced power opr reduced pwr
CR Temporarily replaced by tempo rplcd by
CS Installed instld
CT On test, do not use on test, do not use
HA Braking is 1) ba is poor
2) medium/poor
3) medium
4) medium/good
5) good
HB Friction coefficient is ..... (specify measurement device) friction coefficient is
HC Covered by compacted snow to a depth of cov compacted snow depth
HD Covered by dry snow to a depth of cov dry sn depth
HE Covered by water to a depth of cov water depth
HF Totally free of snow and ice free of snow and ice
HG Grass cutting in progress grass cutting inpr
HH Hazard due to (specify) hazard due
HI Covered by ice cov ice
HJ (Balloon) Launch planned ..... (specify flight details) launch plan
HK Bird migration in progress (specify direction) bird migration inpr
HL Snow clearance completed sn clr cmpl
HM Marked by marked by
HN Covered by wet snow or slush to a depth of cov wet slush depth
HO Obscured by snow obscured by snow
HP Snow clearance in progress sn clr inpr
HQ (Balloon) Operation cancelled ..... (specify flight or project) opr cnl
HR Standing water standing water
HS Sanding in progress sanding inpr
HT Approach according to signal area only apch acc signal area only
HU (Balloon) Launch in progress ..... (specify flight details) launch inpr
HV Work completed work cmpl
HW Work in progress wip
HX Concentration of birds bird concentration
HY Snow banks exists (specify height) sn banks hgt
HZ Covered by frozen ruts and ridges cov frozen ruts and ridges
NOTE: The B737 OM C2 (Regional ROM) does not cover Armenia, Azerbaijan, Georgia, Kazakhstan, Kyrgyz
Republic, Tajikistan, Turkmenistan & Uzbekistan
1. BASIC RNAV/RNP 5
RegionalBackgroundInformation3.1
1.1 Introduction
European Basic RNAV procedures apply in en-route airspace designated as such. However, this may also
include designated SIDs & STARs. The B-RNAV system has two advantages: 1. B-RNAV lateral performance
requirements allow for reduction of (upper) airway spacing and 2. realignment of routes in accordance with
main traffic flows is possible because routes no longer have to run directly between navaids.
— Italy (Milano, Roma and Brindisi FIRs): Not applicable below FL95 or (AIP) MEA on all routes.
— Kazakhstan (Astana, Aktobe, Almaty & Shymenkt FIRs): Not applicable.
— Kyrgyz Republic (Bishkek and Osh FIRs): Not applicable.
— Latvia (Riga FIR): Not applicable below FL95.
— Lithuania (Vilnius FIR): Not applicable below FL95.
— Luxembourg: Not applicable below FL95.
— Macedonia (Skopje FIR): Not applicable outside international ATS routes.
— Malta (Malta FIR): Not applicable outside ATS routes and on ATS routes below FL95.
— Moldova (Chisinau FIR): Not applicable below FL245.
— The Netherlands: Not applicable below FL95 (except that Schiphol STARs are B-RNAV and Schiphol
TMA is RNAV 1).
— Norway: Not applicable below FL95 (en route) and in Oslo TMA below 5000 ft.
— Poland (Warsaw FIR): Not applicable outside ATS routes.
— Portugal: Not applicable below FL245 on conventional routes, except Z219, Z220, Z221, Z222 and Z224.
— Romania (Bucuresti FIR): Not applicable outside ATS routes and on designated domestic LL routes.
— Russian Federation: Not applicable below FL265.
— Serbia & Montenegro (Beograd FIR): Not applicable below FL145.
— Slovak Republic (Bratislava FIR): Not applicable below FL125, and outside airways.
— Slovenia (Ljubljana FIR): Not applicable below FL95.
— Spain: Not applicable below FL150, except on designated RNAV routes.
— Sweden: Not applicable outside controlled airspace, and below FL95.
— Switzerland: Not applicable at and below FL200.
— Tajikistan (Dushanbe FIR): Not applicable.
— Turkey (Istanbul and Ankara FIRs): Not applicable outside ATS routes.
— Turkmenistan (Ashkhabat, Chardzhev, Dashoguz and Turkmenabat FIRs): Not applicable.
— Ukraine (Kharkov, Kyiv, L’viv, Odesa and Simferopol FIRs): Not applicable.
— United Kingdom: Not applicable below FL100.
— Uzbekistan (Samarkand and Tashkent FIRs): Not applicable.
2. PRECISION RNAV/RNAV 1
Precision RNAV/RNAV 1 procedures apply in terminal airspace as designated in the airport documentation.
Most information applicable for B-RNAV operations applies equally for P-RNAV/RNAV 1, except that the lateral
navigation accuracy is +/- 1 NM or better for 95% of the flight time.
P-RNAV is a term/concept only used by European and some Middle East States.
3.1 Introduction
ATFCM was established for the purpose of minimizing adverse effects of ATC capacity shortfalls. It is an
integral part of ATS in Europe: Flow Management Positions (FMPs), collocated with ACCs, coordinate with the
Brussels Network Manager Operations Centre, NMOC.
All ATS FPLs are copied to the NMOC.
Three ATFCM coordination phases can be identified:
— Strategic Phase: Assessment of potential problem areas and ways to resolve identified problems.
— Pre-tactical Phase
48 hours before the day of operation, the ATFCM organization and ATC discuss the expected situation on
the day of operation. This includes making final adjustments to strategic plans, identifying capacity
problems not detected in the previous phase and agreeing on flow rates.
The day before the day of operation, a 'pre-tactical plan' is published by the NMOC for ATC and operators.
— Tactical Phase
On the day of operation the ATFCM organization, in concert with ATC and operators, may adjust the
pre-tactical plan to ensure that applied flow measures are effectively reducing delays.
A combination of ATC radar derived position info and MET data is used by the NMOC TACTical Flow
Management System to update FPL data and flow measures. See also Chapter Flightplanning - General.
4.1 Introduction
The FUA concept aims at allowing better civil use of MIL restricted airspace and v.v.
An important part of FUA are Conditional Routes (CDRs), complementing the permanent ATS network.
Some European countries follow an amended FUA concept, different from the broad outline as given below.
6.1 Introduction
A-CDM aims at an optimized coordination of airport, ATC and airline/handling operational processes.
This coordination should result in improved arrival, turn-around and departure efficiency through efficient use
of gates, runways, airspace and all related resources, resulting in an optimum traffic flow.
Backbone of A-CDM is the transparent exchange of accurate information on actual and expected aircraft
movements on and around airports. The following key handling moments are therefore shared between the
above mentioned parties:
— ELDT = Estimated Landing Time
— EIBT = Estimated In-Blocks Time
— TOBT = Target Off-Blocks Time
— TSAT = Target Start-up Approval Time
— TTOT = Target Take-Off Time
— CTOT = Calculated Take-Off Time
A-CDM airports have a continuous and automated data exchange with the Brussels Network
Management Operations Centre (NMOC) via DPI (Departure Planning Information) messages. These
messages will provide NMOC with an accurate indication of the status of each flight, which facilitates optimizing
use of airspace and therefore improved or less CTOTs.
A-CDM implementation will progressively take place through the European Region and worldwide, see OM C3
(Aerodrome) AOI & OM C4 (Additional Station Info) for more specific information when applicable.
1. RVSM ’INOP’
Flightplanning-General3.2
In case RVSM system requirements cannot be met, the flight shall be planned below FL290 or above FL410.
ATC permission will not be granted for operation to a repair facility via RVSM airspace.
2. RNAV ’INOP’
In case RNAV system requirements cannot be met, the flight shall be planned outside European (B-)RNAV
airspace: Limits in Chapter 3.1.
FPL Item 18 shall state STS/RNAVINOP.
In isolated cases a special ATC permit (for all applicable UIRs/FIRs) could allow a flight which is temporarily
non-B-RNAV for technical reasons to return to AMS via (B-)RNAV airspace.
As applicable, add a RMK to this extent in FPL Item 18.
4. FLOW CONTROL
7. TRANSPONDER
Transponder is required, but arrangement with ATC is possible if temporarily u/s, in all European countries.
Exceptions:
— Required, no arrangement possible if u/s: Belarus, Israel, Italy above FL290, Malta (controlled airspace),
and United Kingdom (except under exceptional circumstances, and then only outside London TMA).
— Required, but no AIP info about arrangement if u/s: Cyprus, Lithuania, Romania, Slovenia, and Turkey.
— No AIP information: Azerbaijan, Georgia, Kazakhstan, Kyrgyz Republic and Moldova.
8. TCAS
There are no European en-route or aerodrome procedures requiring pre-flight serviceability of TCAS, except
when planning to or via Germany and United Kingdom: See next chapter. (Egypt: See Section 10, Africa.)
9. HF RADIOS
HF is not required for KLM operations in the EUR region, except:
— In Kazakhstan and beyond, and otherwise via Russia & CIS to/from the Far East N & S regions;
— To/from the Azores and via Tango Routes (see Section 7, NAT/NAM).
16.1 Introduction
— Fuel induced icing upon landing must be avoided, especially at southerly and/or relatively warm EUR
destinations where de-icing is costly and/or time consuming, or no de-icing equipment is available at all.
— ’Tankering’ should not lead to T/O restrictions during adverse weather operation at the departure airport.
16.3 A330
— De-icing unavoidable (& equipment available):
ECN tankering, but in principle restricted to 36 tonnes fuel remaining after landing, to prevent a non-
standard fuel distribution on the next stretch. >36 tonnes allowed as per destination-specific instruction.
— Avoidance of overweight landing: Apply a margin on the MLAW of 2000 kg.
— To avoid fuel induced icing:
16.4 B737
— Avoidance of overweight landing: Apply a margin on the MLAW of 500 kg.
— Destination AMS: Limit fuel remaining after landing to 3 tonnes.
— Destination AGP, ALC, IBZ, IST, LIS, NCE, OPO, TLV or VLC:
If during ground stop at destination OAT <25°, limit fuel remaining after landing to 3 tonnes, due to limited
or no availability of de-icing equipment.
— Other destination and trip time > 1 hour:
If during ground stop at destination OAT <10° and moisture is expected, limit fuel remaining after landing
to 3 tonnes. In case of outbound flight time < 1 hour, apply tankering regardless of meteorological
conditions at destination.
NOTE:
1. Expect moisture if forecast VIS <1500 m, if precipitation is forecast and/or if the OAT - dew point spread is
expected to be <5°.
2. The likelihood of CSFF occurring increases during night stops.
Destination Reason
Teesside Intl., EGNV MME (see NOTE) No authorisation for MME Class G arrivals & departures.
Florence, LIRQ FLR Performance limitations and cockpit crew training requirement.
Humberside, EGNJ HUY (see NOTE) No authorisation for HUY Class G arrivals & departures.
Linkoping, ESSL LPI Runway bearing strength insufficient.
London City, EGLC LCY Not adequate for B737.
Southampton, EGHI SOU Runway dimensions.
NOTE: Teesside Intl. and Humberside may be planned as (destination) alternate. Source: SPL/NV.
B737-800/900:
Airports below are closed per subtype for planning as destination alternate due to LDA below required LDA at
MZFW + Final Reserve, Zero Wind, Wet Runway, QNH 960 hPa, no MEL/CDL items.
B737-900:
— EDDG
— EGNJ
— EGPD
— LFMK
20. FUEL QUALITY RUSSIAN FED. & COUNTRIES WITH FIR CODES ’U...’
See Sections 5 and 6 respectively.
NOTE:
Flightplanning-CountryProcedures3.3
1. RVSM, B-RNAV and Transponder requirements per country in chapter 3.1. and 3.2 respectively.
2. Countries are presented in alphabetical order, except for The Netherlands.
1. THE NETHERLANDS
1.1 FRA
Implemented above FL245.
2. ALBANIA - FRALB
— FRA: implemented H24 above FL195 except Tirana TMA and Tirana CTR.
— Overflights may be planned direct between FRA Entry and Exit points on the SECSI FRA boundary, and
via Intermediate Points inside the area.
— In addition to WPs and navaids, use LAT/LONG positions only for changes of speed or level.
— Overflights: Plan clear of active P, D and (normal) R areas.
7. BULGARIA - FRA
— FRA: implemented in Sofia CTA above FL175 23-05 (Summer 22-04).
— Cross-border DCT FRA operation not allowed.
— Active TSAs and D areas must be avoided, using FRA Intermediate Points.
— Flights arriving at/departing from airports in Sofia CTA must use the ATS route network.
8. CROATIA
12. FINLAND
12.1 NEFRA
— Except in Helsinki UTA, North European FRA implemented above FL095, 2100-0330 (Summer -1 HR).
— Cross-border DCT FRA operation allowed in the NEFRA, see under Denmark.
— Disregard active SUA for planning.
14. GERMANY
14.1 FRA
Implemented above FL245.
16. GREECE
FRA Implemented above FL335 Daily 2100-0400.
18. ITALY
25. POLAND
25.1 POLFRA
FRA Implemented in Warszawa FIR above FL95.
28.1 AIS
Besides Russian Federation FIRs (codes UE, UH, UI, UL, UN, UO, UR, US, UU, UW and Kaliningrad FIR
(UMKK), Moscow AIS also covers: Tajikistan: Dushanbe FIR (UTDD) and Turkmenistan: Asghabat (UTAA),
Dashoguz (UTAT), Turkmenabat (UTAV) and Turkmenbashi (UTAK) FIRs.
KLM NOTE: FIR names may differ slightly between AIS NOTAMs and OM C.
— In case clarification for a specific flight is required, e.g. regarding route and/or level, the helpdesk of
Moscow Air Traffic Management Corporation (ATMC) shall be contacted: Telephone 007495 - 601.0776;
AFTN: UUUWZDZX, SITA: MOWYWYA.
— In case of serious delay, the formal procedure for amending a filed ATS FPL must be followed, i.e.
• Not later than 30 min after STD send a DLA message (including revised ETD) via AFTN to all ATC
centres concerned and the ATMC, see above.
• File a new FPL with the ATC centres concerned and the ATMC, at least 30 min before the new ETD.
• In case a delay till the next day(s) in UTC causes a conflict with the next flight operating under the same
flight number, file the delayed flight under the original flight number plus suffix D. E.g. KLM862D.
Additionally include under Item 18 of the FPL the original number and original date. E.g. RMK/delayed
flight KL862/yymmdd.
— In case a flight having an overfly permit for Russian FIRs is cancelled or planned outside the Russian
Federation, it is no longer required to send a CNL (cancellation) message to FIRs concerned and ATMC.
— Ad hoc changes of aircraft type and/or city pair are not allowed, unless already approved beforehand.
33. TURKEY
35.4 B737 Class G authorization Destinations ABZ, INV, NCL and NWI
Ref. OM A (BOM) 8.1-2.2, planning of the following segments via Class G airspace are authorized:
— AMS - Aberdeen ABZ v.v., during closure period of P18: NEXUS (UP18) - DCT EGPD.
— AMS - Inverness INV v.v., N560 NESDI/GUSSI/DAVOT - EGPE.
— AMS - Newcastle NCL: TENDO (UM79) DCT EGNT (only if Deconfliction Service is confirmed by
Swanwick Mil).
— AMS - Norwich NWI v.v., BODSO - DCT EGSH.
KLM requirement: When (partially) planning via UK Class G airspace, TCAS must be serviceable.
1. FLOW CONTROL
EnRoute-General3.4
Amending EOBT and CTOT at the gate/parking stand: See Chapter 3.2.
2.1 Introduction
Eurocontrol developed and EASA validated the application by ATC of six new Wake Turbulence categories
under the RECAT-EU program.
Aircraft are re-classified according to MTOW, wing span as well as the ability to withstand a wake encounter.
RECAT-EU will be implemented gradually per airport, see OM C3 (Aerodromes) AOI.
Local ATC may only deploy part of the RECAT-EU program or opt for a progressive application.
The new categories shall not be used in ATC communications: Continue using ’Heavy’ in the CS, as applicable.
NOTE: ICAO will in due course adopt the RECAT categorization and separation minima as a world standard.
2.2 Categories
A 5 NM 7 NM
B 4 NM 5 NM
B737-7/8/900
C 3 NM
D-F MRS*
NOTE:
— Time-based separation for intersection take-off: See OM A (BOM) 8.3-9.
— Time-based separation for landing: As per OM A (BOM) 8.3-9.3, see above, far right column.
3. POSITION REPORTING
1. THE NETHERLANDS
Initial point/Initials (IP) = A point at 1500 ft and 3 NM before the threshold of the runway in
use, serving as an entry point for MIL VFR traffic.
Break = A point above the beginning of the runway in use where MIL VFR
traffic begins the turn to the downwind leg.
Local Dominant = VFR traffic has priority over IFR traffic.
Approach Dominant = IFR traffic has priority over VFR traffic.
— Actual Weather Reporting
Either two or three colours are used:
2 colours: 1st = Actual VIS & Ceiling; 2nd = Trend VIS & Ceiling next 2 hours.
3 colours: 1st = Actual; 2nd = Trend first following hour, and 3rd = Trend second following hour.
—
BLUE = VIS >8 km Ceiling > 2500 ft YELLOW = VIS 1.6 - 3.7 km Ceiling 300 - 700 ft
WHITE = VIS 5 - 8 km Ceiling 1500 - 2500 ft AMBER = VIS 0.8 - 1.6 km Ceiling 200 - 300 ft
GREEN = VIS 3.7 - 5 km Ceiling 700 - 1500 ft RED = VIS <800 m Ceiling <200 ft
Airspace Delegation
ATS above FL245 delegated to Maastricht UAC.
3. CYPRUS
4. FINLAND
5. FRANCE
6. GERMANY
6.2 SIGMET
Between SS+30 and 0700 (DST: 0600), SIGMET info is transmitted as an individual broadcast only if ATC
deems it necessary, or on request.
7. GREECE
8. ITALY
9. NORWAY
9.3 SNOWTAM
Item J (Critical snowbanks) and K (Runway lights) not given.
10. ROMANIA
• Russian Federation
— Krasnoyarsk (11/29).
— Moscow DME (all), Moscow SVO (all) and Moscow VKO (01/19).
— Nizhnevartovsk (03/21).
— Novosibirsk (07/25).
— St. Petersburg (all).
— Yekaterinburg (08R/26L).
And, not in OM C3: Sochi (02/20 & 06/24), Magadan (10/28) and Vladivostok (07R/25L).
• Tajikistan: Dushanbe (09/27).
• Turkmenistan: Ashgabat (12L/30R & 12R/30L) and, not in ICA OM C3 Turkmenabat (13/31), Mary
(18R/36L), Dashoguz (8/26).
• Ukraine: Kyiv KBP (all) and, not in ICA OM C3, Kyiv-Zhuliany (08/26).
• Uzbekistan: Samarkand (09/27), Tashkent (all) and, not in OM C3: Bukhara (all), Fergana (18/36),
Karshi (16/34), Namangan (10/28), Navoi (07/25) and Urgench (13/31).
11.8 Air Traffic Incident Reporting - Russian Fed. & Countries with FIR Codes ’U...’
ATC communication tapes are retained for 3 days only, except in the Kyrgyz Republic: 5 days.
COMP advice: Immediately after landing arrange to send an e-mail, telex or fax to the applicable address,
stating date, time, place and type of incident.
Submit a complete written report as soon as possible (standard procedure).
12. SPAIN
Unauthorized Transmissions
— ATC identifies two types of unauthorized transmissions: One when the person broadcasting takes the role
of ATC and one when a person acts as pilot.
— Once ATC suspects unauthorized transmissions, a radar controller will inform traffic under his jurisdiction
accordingly and will include in messages for individual aircraft radial and distance to a selected navaid.
— A non-radar controller will not include radial and distance to a navaid, but will include the four-letter ICAO
code of the departure airport and aircraft type.
— In case crews suspect unauthorized transmissions, request the controller to use the above procedure.
13. SWEDEN
13.1 EAT
ACCs will transmit an EAT in case a delay of 30 min or more is anticipated as soon as possible.
APPs will transmit an EAT in case a delay of less than 30 min is anticipated upon first contact.
Exception for Stockholm ARN: An EAT will not be transmitted in case a delay of <15 min is anticipated.
14. SWITZERLAND
15.5 UK FIS
— Introduction
• Contrary to ICAO Flight Information Service (FIS), Radar Advisory Service (RAS) and Radar
Information Service (RIS), UK FIS in Class G airspace comprizes the 4 types of services detailed
below.
• A variety of reasons may preclude the start or continuation of one of the services:
E.g. Workload/tactical priorities, RT congestion, radar (display) limitations, unpredicted and/or high-
energy manoeuvres,by unknown traffic (i.e. aircraft not receiving ATC or FIS).
It may not always be possible to timely inform pilots about a (temporary) reduction of an agreed service.
• Except when a Basic Service is provided, any change in flight profile shall be coordinated with the FIS
controller, unless safety is likely to be compromised.
KLM NOTE: Flights may not be planned via UK Class G airspace, except as authorized in chapter 3.3.
— Basic Service
In general this service is equivalent to the ICAO FIS, i.e. provision of advice and info on en-route and airport
weather, changes in navaid serviceability, general airspace activity, and info likely to affect safety.
However, ICAO FIS includes limited provision of collision hazard info, the UK Basic Service does not:
Collision avoidance with other aircraft or terrain is solely pilot’s responsibility
The service can be provided by an ATC FIS controller or, Basic Service only, by an FIS officer (FISO).
FISOs use the RT suffix Information.
A transponder code may be assigned on request of adjacent (airport) radar units, but this does not imply
that radar derived traffic information can be expected.
— Procedural Service
In addition to Basic Service, an FIS controller provides non-radar derived deconfliction advice traffic
participating in the Procedural Service.
Additionally the FIS controller may provide traffic information on aircraft to which he is providing a Basic
Service, and on any other possibly conflicting flight which he has been informed about by another ATS unit.
ATC at non-radar airports may routinely apply this service to arriving & departing IFR flights.
Collision avoidance with other aircraft or terrain is solely pilot’s responsibility
— Traffic Service
In addition to Basic Service, an FIS controller provides radar derived info to assist avoiding other traffic.
The FIS controller will update traffic info if it continues to constitute a definite hazard or on request.
Collision avoidance with other aircraft or terrain is solely pilot’s responsibility.
— Deconfliction Service
In addition to Basic Service, an FIS controller provides radar derived info and deconfliction advice.
Inform the FIS controller if deciding not to act on the advice.
Collision avoidance with other aircraft or terrain is ultimately pilot’s responsibility.
(This service is equivalent to ICAO Radar Advisory Service.)
— Into Controlled airspace
• General
The FIS controller/FISO may be able to assist but, if not, the pilot must obtain entry clearance himself.
Exception for airways: Request clearance 10 min from the intended joining point from the FIS controller/
FISO. (If unable: The CTL Sector controlling the airway.)
• Into Amsterdam FIR
Request entry clearance in time from London MIL or INFO. Advise estimated time of FIR entry.
Option of last resort: Amsterdam INFO.
Once entry clearance is obtained, contact Amsterdam RAD.
1. HF
VOLMET3.6
— VOLMET Azerbaijan (Baku, VHF) and Uzbekistan (Tashkent, HF & VHF) in Chapter 5.6, F/E (South).
— European Russia: HF Peterburg Meteo, see below; VHF Moscow and St. Peterburg, see next pages.
— Siberia in F/E (North) 6.6, except for Arkhangelsk and Murmansk (see Peterburg, below) and
Yekaterinburg, Novosibirsk and Samara (see VHF Yekaterinburg, below).
3413 HN - 5505 - 8957 - 13264 HJ 3413 HN - 5505 - 8957 - 13264 HJ Yekaterinburg 123.000*)
H+ H+ H+ H+ Yekaterinburg/Koltsovo
SHANNON SHANNON
00-05 30-35 20-25 50-55 Novosibirsk**/Tolmachevo
SIGMET X X SIGMET X X Samara/Kurumoch
Brussels FA - Paris CDG FA - Perm/Bolshoe Savino
Amsterdam FA - Paris ORY FA - UFA
Frankfurt A FA Zurich A - Omsk/Tsentralny
Cologne-Bonn - FA Geneva A - Magnitogorsk
Hamburg A - Milan MXP A - Tyumen/Roschchino
Dusseldorf - A Hamburg - FA Chelyabinsk/Balandino
Munich A A Brussels - A * METAR Rus + En (H24)
Luxembourg - A Amsterdam - A ** Also on Novosibirsk VHF
H+ H+ Frankfurt - A 120.800, see Chapter 6.6.
SHANNON
05-10 35-40 Cologne-Bonn - A
London LHR FA A H+ H+
SHANNON
London LGW FA A 25-30 55-00
London STN FA - Stockholm ARN A -
Prestwick A - Manchester A -
Keflavik - FA Shannon A -
Glasgow A FA Copenhagen A -
Manchester - FA Bergen A -
H+ H+ Dublin A -
SHANNON
10-15 40-45 Helsinki A -
SIGMET X X Rome FCO - FA
Dublin FA - Milan MXP - FA
Shannon FA - Turin - A
Manchester A - Lisbon - A
Keflavik A - Lajes - A
Oslo - FA Santa Maria - A
Kopenhagen - FA
Gothenburg - A PETERBURG METEO H+
Stockholm - A 8939 & 6617 Ru + En 35-45
Bergen - FA Sankt-Peterburg/Pulkovo A
Helsinki - A Arkhangelsk/Talagi A
H+ H+ Moscow SVO A
SHANNON
15-20 45-50 Moscow DME A
Santa Maria FA - Moscow VKO A
Lisbon FA - Murmansk A
Madrid FA - Pskov A
Lajes A - Kaliningrad/Khrabrovo A
Zurich - FA
Geneva - FA
Paris CDG - A F = TAF; A = METAR, (if available) with TREND
Paris ORY - A
2. VHF VOLMET
NOTE: This paragraph provides all ADs in KLM OM C3 for which European VHF VOLMET info can be received.
However, observe different OM C3 coverage per aeroplane type.
Airport (OM C3) VOLMET Station See pages 6 - 10 for frequency & content
Aalborg Copenhagen
Aberdeen Scottish
Agadir Casablanca - Las Palmas
Alexandria (HEBA) Cairo
Alger Alger - Alicante
Alicante Alicante - Madrid
Amman Beirut - Tel Aviv
Amsterdam Amsterdam - Bremen - Brussels - Frankfurt I - London Main - Paris
Ankara Ankara - Beirut - Istanbul - Izmir - Nicosia
Athens Athinai - Brindisi - Cairo - Istanbul - Nicosia
Barcelona Alger - Barcelona - Bordeaux - Madrid - Marseille - Santiago
Basle Frankfurt I - Geneva - Paris (Fr) - Pisa - Zurich
Bastia O/r via 'Marseille Info' 120.550 - Marseille (Fr)
Beirut Ankara - Beirut - Cairo - Nicosia - Beirut
Belfast Dublin - Scottish
Belgrade Beograd - Budapest - Bucuresti - Skopje - Sofia - Zagreb
Benghazi Cairo - Malta
Bergamo Milan - o/r via 'Munich Info' 126.950 or 'Zurich Info' 124.700
Berlin BER Berlin - Prague - Warsaw
Biarritz Bordeaux (Fr)
Bilbao Madrid
Billund Copenhagen
Birmingham London South
Bologna Pisa - o/r via 'Munich Info' 126.950 or 'Zurich Info' 124.700
Bordeaux Bordeaux - Madrid - Santiago
Bratislava Bratislava - Budapest - L’viv - Prague - Vienna
Bremen Bremen
Brindisi Brindisi
Bristol London South
Brussels Amsterdam - Brussels - Frankfurt I - London Main - Paris
Bucharest OTP Beograd - Bucuresti - Budapest - Istanbul - Odesa - Sofia
Bucharest BBU Bucharest
Budapest Beograd - Bucuresti - Budapest - Prague - Sofia - Vienna - Warsaw
Cairo Athinai - Beirut - Cairo
Cardiff London South
Catania Malta - Rome
Cologne-Bonn Bremen - Brussels - Frankfurt II
Constanta Bucuresti
Copenhagen Amsterdam - Berlin - Bremen - Copenhagen - Stockholm - Warsaw
Cork Dublin
Damascus Beirut - Cairo - Nicosia
Derby (East Midl.) London North
Djerba Tunis
Dresden Berlin
Dnipropetrovsk Dnipropetrovs’k - Simferopol’
Dublin Dublin - London Main
Dubrovnik Zagreb
Dusseldorf Amsterdam - Brussels - Frankfurt II
Airport (OM C3) VOLMET Station See pages 6 - 10 for frequency & content
East Midl. (Derby) London North
Edinburgh Scottish
Elazig Adana VOLMET 126.250 - Erzurum VOLMET 127.275 - Sivas VOLMET 124.050
Erzurum Erzurum VOLMET 127.275
Faro Lisboa - Santiago - Sevilla
Frankfurt FRA Bremen - Brussels - Frankfurt I and II - Minsk - Prague - Zagreb - Zurich
Gdansk Warsaw
Geneva Bordeaux - Frankfurt I - Geneva - Marseille - Paris - Pisa - Zurich
Genoa Milan - o/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Girona Barcelona
Glasgow Dublin - London Main - Scottish
Goteborg GOT Copenhagen - Jönköping - Stockholm
Goteborg Saeve Jönköping
Gran Canaria Casablanca - Las Palmas - Lisboa
Hamburg Amsterdam - Bremen - Copenhagen - Frankfurt II
Hannover Bremen
Helsinki Helsinki - Moscow - Riga - Sankt-Peterburg - Stockholm
Homiel Minsk
Humberside London North
Hurghada Cairo
Ibiza Alicante - Barcelona
Iraklion Athinai
Istanbul IST Ankara - Athinai - Beirut - Bucuresti - Istanbul - Izmir - Odesa - Simferopol’ - Sofia
Istanbul SAW Istanbul
Izmir Ankara - Istanbul - Izmir
Jönköping Jönköping
Karlstad Jönköping
Kerkira Athinai - Brindisi
Kyiv KBP Dnipropetrovs’k - Kyiv - L’viv - Minsk - Moscow - Odesa - Simferopol’
Kyiv IEV Dnipropetrovs’k
Larnaka Ankara - Athinai - Beirut - Cairo - Nicosia - Tel Aviv
Leeds Bradford London North
Leipzig Berlin
Lille Bordeaux (Fr) - Marseille (Fr) - Paris (Fr)
Linz Vienna
Lisbon Bordeaux - Las Palmas - Lisboa - Madrid - Santiago - Seville
Liverpool London North
Ljubljana Zagreb
London LGW Amsterdam - Dublin - London Main - London North - Paris
London LHR Amsterdam - Brussels - Dublin - London Main - Paris - Scottish
London LTN London South
London STN London Main
Luxembourg Brussels
Luxor Cairo
L’viv Kyiv - L’viv
Lyon Geneva - Marseille - Paris
Madrid Alger - Alicante - Barcelona - Bordeaux - Las Palmas - Lisboa - Madrid - Santiago -
Sevilla
Malaga Alicante - Barcelona - Casablanca - Madrid - Santiago - Sevilla
Malmö Copenhagen - Jönköping - Stockholm
Malta Malta - Rome
Manchester Dublin - London Main - London North
Airport (OM C3) VOLMET Station See pages 6 - 10 for frequency & content
Marrakech Casablanca
Marseille Alger - Barcelona - Bordeaux (Fr) - Marseille
Milan LIN Geneva - Marseille - Milan - Rome - Zurich
Milan Malpensa Geneva - Milan - Rome - Zurich
Minsk 2 Minsk - Sankt-Peterburg
Monastir Tunis
Montpellier Marseille (Fr)
Moscow DME Moscow
Moscow SVO Minsk - Moscow - Riga - Sankt-Peterburg - Simferopol’ - Warsaw
Moscow VKO Minsk - Moscow - Sankt-Peterburg
Munich Frankfurt II - Pisa - Prague - Vienna - Zagreb - Zurich
Nantes Paris (Fr) - Santiago
Newcastle London North
Nice Alger - Bordeaux (Fr) - Geneva - Marseille - Milan
Nimes Marseille (Fr)
Norrköping Stockholm
Norwich London South
Nurnberg Frankfurt II
Odesa Dnipropetrovs’k - Kyiv - L’viv - Odesa - Simferopol’
Oslo Copenhagen - Stockholm
Oostende Brussels
Palma de Mallorca Alger - Alicante - Bordeaux - Barcelona - Marseille
Pafos Nicosia
Paris CDG Amsterdam - Bordeaux - Frankfurt I - Geneva - London Main - Marseille - Paris
Paris ORY Bordeaux - Brussels - Geneva - Marseille (Fr) - Paris
Pisa Brindisi - Milan - Pisa - o/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Porto Lisboa - Santiago
Porto Santo Lisboa
Poznan Warsaw
Prague (Ruzyne) Berlin - Bratislava - Budapest - Frankfurt I - Prague - Warsaw
Prestwick Dublin - Scottish
Rodos Athinai - Nicosia
Riga Minsk - Riga
Rome CIA Brindisi - Milan - Rome
Rome FCO Brindisi - Malta - Marseille - Milan - Rome
Rotterdam Amsterdam
Sankt-Peterburg Helsinki - Minsk - Moscow - Riga - Sankt-Peterburg
Santiago de Comp. Santiago
Seville Casablanca - Lisboa - Madrid - Sevilla
Shannon Dublin
Sofia Beograd - Bucuresti - Budapest - Istanbul - Skopje - Sofia
Stavanger Copenhagen - Ekofisk
Stockholm ARN Copenhagen - Helsinki - Jönköping - Sankt-Peterburg - Riga - Stockholm - Sundsvall
- Warsaw
Stockholm NYO Jönköping
Stuttgart Frankfurt II - Zurich
Tallinn Helsinki - Riga
Tampere Helsinki
Tarbes Bordeaux (Fr)
Airport (OM C3) VOLMET Station See pages 6 - 10 for frequency & content
Tenerife South Las Palmas - Lisboa
Thessaloniki Athinai - Beograd - Brindisi - Skopje - Sofia
Toulouse Barcelona - Bordeaux - Marseille (Fr)
Trabzon Ankara - Carsamba VOLMET 125.275
Treviso O/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Trieste Pisa - o/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Tripoli Malta
Tunis Alger - Malta - Rome - Tunis
Turin/Torino Milan - o/r via ’Munich Info’ 126.95 or ’Zurich Info’ 124.70
Turku Helsinki - Stockholm
Valencia Alicante - Madrid
Venice Milan - Pisa - o/r via ’Munich Info’ 126.950, ’Munich Info’ 126.950 or ’Zurich Info’
124.700
Verona O/r via ’Munich Info’ 126.950 or ’Zurich Info’ 124.700
Vienna Berlin - Budapest - Frankfurt I - Prague - Vienna
Vilnius Moscow - Sankt-Peterburg - Riga
Warsaw Berlin - Budapest - Minsk - Moscow - Prague - Riga - Warsaw
Zagreb Beograd - Vienna - Zagreb
Zurich Frankfurt I - Geneva - Paris - Pisa - Zagreb - Zurich
NOTE: A Runway State Message is not broadcast, except for the term SNOCLO.
1. INTRODUCTION
Destn
i ato
i nAlternates3.70
— Aircraft type codes, below the destination name, indicates approval of alternate selection by the CP.
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle.
— Availability of adequate ground handling equipment & maintenance is not assured at all alternate airports.
Legend Legend
77 B777/787 C1 Commercial alternate sequence number (Source: OCC/LM)
A3 A330 + Alternate airport adequate for indicated aircraft type (Source: SPL/OL)
B3 B737 - Alternate airport NOT adequate for indicated aircraft type (Source: SPL/OL)
? Adequacy of alternate airport not (yet) considered for given aircraft type
R*) Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI and/or OM C4 ASI
F*) Restricted fuel availability (no other restrictions), see OM C3 AOI
*) Source: SPL/OC, except OM C4 (Additional Station Info) = Source: SPL/OL
B737 ºT NM Remarks
Aarhus C2 EKAH AAR 152 054 R
Billund C1 EKBI BLL 196 084 F
Copenhagen C3 EKCH CPH 134 129
Malmo C4 ESMS MMX 129 149 F
B737 ºT NM Remarks
Bergen C2 ENBR BGO 191 139
Trondheim C1 ENVA TRD 068 141 F
Oslo C4 ENGM OSL 135 201
Stavanger C3 ENZV SVG 184 222 F
B737 77 A3 B3 ºT NM Remarks
Edinburgh C1 EGPH EDI ? + + 207 085 F
Glasgow C2 EGPF GLA + + + 223 109
Prestwick C3 EGPK PIK + + + 218 129
Newcastle EGNT NCL ? + + 174 131 F
B737 ºT NM Remarks
Valencia C1 LEVC VLC 002 073
Ibiza C4 LEIB IBZ 069 097
Madrid C3 LEMD MAD 313 192
Malaga C5 LEMG AGP 243 211
Barcelona C2 LEBL BCN 034 218
B737 77 A3 B3 ºT NM Remarks
Chania LGSA CHQ + + + 176 145 R
Thessaloniki C1 LGTS SKG + + + 344 161
Iraklion C2 LGIR HER + + + 159 167
Kerkira C3 LGKR CFU + + + 298 213
Rodos LGRP RHO + + + 115 218
B737 77 A3 B3 ºT NM Remarks
Reus C2 LERS REU + + + 258 042 R
Girona C1 LEGE GRO + + + 040 047
Valencia LEVC VLC + + + 227 160
Marseille LFML MRS + + + 047 189
Alicante LEAL ALC + + + 214 218
Madrid C3 LEMD MAD + + + 259 261
B737 ºT NM Remarks
Zurich C1 LSZH ZRH 101 042 R
Karlsruhe C2 EDSB FKB 017 075 F
Stuttgart C3 EDDS STR 046 095 R
Geneva C4 LSGG GVA 216 100 R; Limited parking
B737 ºT NM Remarks
Prestwick C4 EGPK PIK 039 069
Dublin C1 EIDW DUB 191 073
Glasgow C2 EGPF GLA 033 090
Shannon C3 EINN SNN 223 158
B737 77 A3 B3 ºT NM Remarks
Stavanger C1 ENZV SVG + + + 172 086 F
Sandefjord C3 ENTO TRF - - + 114 166 R; PPR may apply with OSL closed
Oslo C2 ENGM OSL + + + 092 175
Goteborg ESGG GOT + + + 126 270
B737 77 A3 B3 ºT NM Remarks
Leipzig/Halle C2 EDDP LEIJ ? + + 220 073 R
Dresden C1 EDDC DRS + + + 172 074 R
Poznan EPPO POZ + + + 087 122
Prague LKPR PRG + + + 168 139 R
Hannover C3 EDDV HAJ + + + 274 140 R
Wroclaw EPWR WRO - - + 120 147
Hamburg C4 EDDH HAM + + + 302 148 R
Nurnberg EDDN NEU + + + 209 195 R
B737 ºT NM Remarks
Vitoria LEVT VIT 256 026
Biarritz C1 LFBZ BIQ 080 061 R
Zaragoza C2 LEZG ZAZ 140 129 R
Bordeaux C3 LFBD BOD 046 132 F
Madrid LEMD MAD 190 172
Barcelona LEBL BCN 119 252
B737 77 A3 B3 ºT NM Remarks
Aarhus C2 EKAH AAR - ? + 056 060 R
Aalborg C1 EKYT AAL - + + 016 084 F
Copenhagen C3 EKCH CPH + + + 092 119
Hamburg EDDH HAM + + + 167 130 R
Amsterdam C4 EHAM AMS + + + 217 256
B737 77 A3 B3 ºT NM Remarks
Derby (East Midlands) C1 EGNX EMA ? + + 034 027
Manchester C2 EGCC MAN + + + 341 057
Liverpool C3 EGGP LPL ? ? + 323 066
Bristol C4 EGGD BRS ? ? + 209 074 R
Cardiff EGFF CWL ? + + 223 087 Limited parking
B737 ºT NM Remarks
Verona C4 LIPX VRN 342 055 F
Pisa C2 LIRP PSA 217 064 F
Venice C1 LIPZ VCE 073 074 F
Treviso C3 LIPH TSF 030 077 R
Trieste LIPQ TRS 050 121 F
Milan Malpensa LIMC MXP 301 128
B737 77 A3 B3 ºT NM Remarks
Biarritz LFBZ BIQ ? ? + 024 089 R
Tarbes C2 LFBT LDE ? ? + 163 104 F
Toulouse C1 LFBO TLS + + + 129 115 F
Carcassonne C3 LFMK CCF ? ? + 127 163 R
B737 77 A3 B3 ºT NM Remarks
Hannover C1 EDDV HAJ + + + 137 048 R
Hamburg C2 EDDH HAM + + + 051 055 R
Amsterdam C3 EHAM AMS + + + 253 153
B737 77 A3 B3 ºT NM Remarks
Cardiff C1 EGFF CWL ? + + 272 023 Limited parking
Birmingham C2 EGBB BHX + + + 029 074
Derby (East Midlands) C3 EGNX EMA ? + + 031 101
B737 77 A3 B3 ºT NM Remarks
Charleroi EBCI CRL + + + 183 027 R
Eindhoven C3 EHEH EIN - +1) + 046 047 R
1)
A330-200 only
Maastricht EHBK MST + + + 089 049 R
Rotterdam C2 EHRD RTM + + + 358 063 F
Ostend EBOS OST - + + 286 064 R
Amsterdam C1 EHAM AMS + + + 007 085
B737 77 A3 B3 ºT NM Remarks
Buc. Baneasa C1 LRBS BBU ? + + 168 004 R, but may be planned HN
by KLM.
Constanta LRCK CND + + + 097 139
Sofia LBSF SOF + + + 231 170
Istanbul C4 LTFM IST + + + 148 230
Belgrade LYBE BEG + + + 274 247
Budapest C2 LHBP BUD + + + 301 332 R
Vienna C3 LOWW VIE + + + 298 447
B737 77 A3 B3 ºT NM Remarks
Bratislava C3 LZIB BTS + + + 298 093
Vienna C1 LOWW VIE + + + 290 116
Linz LOWL LNZ + + + 283 210 R
Prague C2 LKPR PRG + + + 309 254 R
B737 ºT NM Remarks
Alghero C2 LIEA AHO 335 090
Olbia C1 LIEO OLB 011 101
Rome C3 LIRF FCO 042 211
B737 77 A3 B3 ºT NM Remarks
Bristol C1 EGGD BRS ? ? + 092 023 R
Birmingham C2 EGBB BHX + + + 043 087
Derby (East Midlands) C3 EGNX EMA ? + + 040 114
B737 ºT NM Remarks
Palermo C1 LICJ PMO 293 103
Brindisi C2 LIBR BDS 032 234 F
Rome C3 LIRF FCO 332 291
B737 77 A3 B3 ºT NM Remarks
Malmö C1 ESMS MMX + + + 100 024 F
Billund C2 EKBI BLL + + + 274 119 F
Goteborg C3 ESGG GOT + + + 355 123
Hamburg EDDH HAM + + + 218 151 R
Amsterdam EHAM AMS + + + 235 342
B737 ºT NM Remarks
Shannon C1 EINN SNN 343 054
Dublin C2 EIDW DUB 040 125
Belfast City C3 EGAC BHD 028 192
B737 77 A3 B3 ºT NM Remarks
Leipzig/Halle C1 EDDP LEJ ? + + 286 060 R
Prague LKPR PRG + + + 163 065 R
Berlin Brandenburg C2 EDDB BER + + + 352 074 R
Nurnberg C3 EDDN NUE + + + 226 143 R
Brno LKTB BRQ ? + + 136 214 R
Hannover C4 EDDV HAJ + + + 298 171 R
Frankfurt EDDF FRA + + + 251 209 R
B737 ºT NM Remarks
Belfast City C3 EGAC BHD 011 073
Shannon C2 EINN SNN 247 105
Liverpool EGGP LPL 091 123 R
Cork C1 EICK ORK 221 125
B737 ºT NM Remarks
Cologne-Bonn C1 EDDK CGN 150 029 R
Maastricht C3 EHBK MST 239 043 R
Eindhoven C2 EHEH EHV 281 053 R
Amsterdam C4 EHAM AMS 310 096
Frankfurt EDDF FRA 137 102 R
B737 77 A3 B3 ºT NM Remarks
Glasgow C1 EGPF GLA + + + 263 036
Prestwick C3 EGPK PIK + + + 237 049
Newcastle C2 EGNT NCL ? + + 134 079 F
Aberdeen C4 EGPD ABZ ? ? + 027 085 R
B737 77 A3 B3 ºT NM Remarks
Cologne-Bonn C1 EDDK CGN + + + 313 074 R
Stuttgart C2 EDDS STR + + + 163 085 R
Dusseldorf C3 EDDL DUS + + + 317 102 R
Zurich LSZH ZRH + + + 180 154 R
Munich EDDM MUC + + + 129 161 R
Amsterdam C4 EHAM AMS + + + 314 198
B737 ºT NM Remarks
Poznan C1 EPPO POZ 207 131
Warsaw C2 EPWA WAW 140 161 R
Krakow C3 EPKK KRK 164 263
B737 77 A3 B3 ºT NM Remarks
Lyon C1 LFLL LYS + + + 234 053 F
Grenoble LFLS GNB + + + 212 062 R
Basle C3 LFSB BSL + + + 036 100 R; Limited parking
Zurich C2 LSZH ZRH + + + 054 124 R
Nice LFMN NCE + + + 163 161 F
B737 77 A3 B3 ºT NM Remarks
Milan Linate LIML LIN + + + 016 065 F
Torino C2 LIMF TRN + + + 313 069 F
Milan Malpensa C1 LIMC MXP + + + 356 073
Pisa C4 LIRP PSA + + + 123 080 F
Bergamo C5 LIME BGY + + + 025 084
Bologna C3 LIPE BLQ ? ? + 105 086 F
B737 77 A3 B3 ºT NM Remarks
Prestwick C2 EGPK PIK + + + 193 022
Edinburgh C1 EGPH EDI ? + + 083 036 F
Newcastle C3 EGNT NCL ? + + 118 106
Aberdeen C4 EGPD ABZ ? ? + 043 109 R
B737 77 A3 B3 ºT NM Remarks
Jönköping C1 ESGJ JKG ? + + 084 057 R
Karlstad ESOK KSD - - + 017 112 R
Copenhagen C3 EKCH CPH + + + 175 123
Malmö C2 ESMS MMX + + + 165 131 F
Oslo C4 ENGM OSL + + + 346 157
Stockholm ESSA ARN + + + 056 212
B737 ºT NM Remarks
Ljubljana C2 LJLJ LJU 218 061 R
Vienna C1 LOWW VIE 034 081
Linz C3 LOWL LNZ 326 090 R
Bratislava LZIB BTS 041 101
B737 77 A3 B3 ºT NM Remarks
Bremen C1 EDDW BRE + + + 231 055 R
Hannover C2 EDDV HAJ + + + 189 071 R
Berlin Brandenburg C3 EDDB BER + + + 119 148
Copenhagen EKCH CPH + + + 038 151
Amsterdam EHAM AMS + + + 247 205
B737 ºT NM Remarks
Bremen C1 EDDW BRE 317 048 R
Hamburg C2 EDDH HAM 009 071 R
Munster- Osna. C3 EDDG FMO 255 076 R
Amsterdam C4 EHAM AMS 267 181
B737 77 A3 B3 ºT NM Remarks
Tallinn EETN TLL + + + 185 054 F
Tampere C1 EFTP TMP + + + 329 077 F
Turku C2 EFTU TKU + + + 279 081
St. Petersburg ULLI LED + + + 101 162 Limited hotel capacity
Stockholm C3 ESSA ARN + + + 259 215
B737 77 A3 B3 ºT NM Remarks
Palma de M. LEPA PMI + + + 057 076
Valencia C1 LEVC VLC + + + 293 094
Alicante C3 LEAL ALC + + + 248 097
Barcelona C2 LEBL BCN + + + 012 149
Madrid LEMD MAD + + + 293 248
Malaga LEMG AGP + + + 245 309
B737 77 A3 B3 ºT NM Remarks
Edinburgh C1 EGPH EDI ? + + 167 098 F
Glasgow C2 EGPF GLA + + + 187 101
Prestwick C3 EGPK PIK + + + 189 124
B737 ºT NM Remarks
Tekirdag C1 LTBU TEQ 257 039
Burgas LBBG BOJ 324 095 R
Izmir C3 LTBJ ADB 202 194
Ankara C2 LTAC ESB 110 205
Thessaloniki LGTS SKG 260 266
Athens LGAV ATH 228 300
B737 ºT NM Remarks
Wroclaw C1 EPWR WRO 299 127
Warsaw C2 EPWA WAW 020 133 R
Brno LKTB BRQ 245 133 R
L’viv UKLL LWO 096 162
Poznan C3 EPPO POZ 322 179
Prague LKPR PRG 270 213 R
Gdansk EPGD GDN 349 263
B737 ºT NM Remarks
Stavanger C2 ENZV SVG 298 087 F
Aalborg EKYT AAL 140 088 F
Sandefjord C1 ENTO TRF 049 090 R; PPR may apply with OSL closed
Goteborg C4 ESGG GOT 104 138
Oslo C3 ENGM OSL 038 151
B737 77 A3 B3 ºT NM Remarks
Kyiv Zhuliany UKKK IEV ? ? + 282 018
Odesa UKOO ODS - - + 182 236
Minsk UMMS MSQ + + + 333 237
L’viv C2 UKLL LWO ? ? + 263 269
Warsaw C1 EPWA WAW + + + 286 388 R
B737 77 A3 B3 ºT NM Remarks
Manchester EGCC MAN + + + 215 038
Teesside Intl. C2 EGNV MME ? + + 012 039 R
Humberside C1 EGNJ HUY ? ? + 079 050 R
Liverpool C4 EGGP LPL ? ? + 233 053 R
Derby (East Midlands) C3 EGNX EMA ? + + 169 063
B737 77 A3 B3 ºT NM Remarks
Faro C2 LPFR FAO + + + 152 119 R
Porto C1 LPPR OPO + + + 008 149 F
Sevilla C3 LEZL SVQ + + + 118 173 R
Madrid LEMD MAD + + + 069 277
B737 ºT NM Remarks
Maastricht C1 EHBK MST 348 079 R
Frankfurt EDDF FRA 075 095 R
Brussels EBBR BRU 319 101
Amsterdam C2 EHAM AMS 314 170
B737 ºT NM Remarks
Grenoble LFLS GNB 154 024 R
Geneva C1 LSGG GVA 054 053 R; Limited parking
Marseille C2 LFML MRS 178 137
Montpellier C3 LFMT MPL 200 137 F
Milan Malpensa LIMC MXP 092 153
Nice LFMN NCE 144 154 F
B737 77 A3 B3 ºT NM Remarks
Salamanca LESA SLM - - + 288 093 R
Valladolid LEVD VLL - - + 322 094
Zaragoza LEZG ZAZ + + + 058 135 R
Valencia C1 LEVC VLC + + + 113 153
Alicante LEAL ALC + + + 133 191
Sevilla LEZL SVQ + + + 211 213 R
Barcelona C2 LEBL BCN + + + 079 261
Lisbon C3 LPPT LIS + + + 248 277 R
B737 ºT NM Remarks
Sevilla C1 LEZL SVQ 305 081 R
Alicante C2 LEAL ALC 063 211
Madrid C3 LEMD MAD 012 232
77 A3 B3 ºT NM Remarks
Liverpool C1 EGGP LPL ? ? + 269 021
Leeds Bradford C3 EGNM LBA ? ? + 035 038 R
Derby (East Midlands) C4 EGNX EMA ? + + 132 046
Birmingham C2 EGBB BHX + + + 161 057
B737 ºT NM Remarks
Montpellier C2 LFMT MPL 280 055 F
Nice C1 LFMN NCE 080 088
Lyon LFLL LYS 358 137 F
Toulouse LFBO TLS 275 168 F
Barcelona LEBL BCN 228 189
B737 77 A3 B3 ºT NM Remarks
Bergamo C2 LIME BGY + + + 054 022
Milan Malpensa C1 LIMC MXP + + + 296 026
Genoa C4 LIMJ GOA - - + 197 065 F
Torino C3 LIMF TRN + + + 258 070 F
Bologna C5 LIPE BLQ ? ? + 123 102 F
Pisa LIRP PSA + + + 156 116 F
B737 77 A3 B3 ºT NM Remarks
Milan Linate C1 LIML LIN + + + 114 026 F
Bergamo C2 LIME BGY + + + 085 041
Torino C3 LIMF TRN + + + 240 052 F
Genoa C4 LIMJ GOA - - + 175 073 F
Bologna C5 LIPE BLQ ? ? + 119 128 F
Pisa LIRP PSA + + + 147 137 F
B737 ºT NM Remarks
Marseille C1 LFML MRS 100 056
Carcassonne LFMK CCF 253 075 R
Toulouse C2 LFBO TLS 272 113 F
Lyon C3 LFLL LYS 020 137 F
Tarbes LFBT LDE 262 175 F
Bordeaux LFBD BOD 290 215 F
NOTE: Do not plan (and avoid diversion to) Moscow Vnukovo, because of restricted/unavailable handling.
B737 77 A3 B3 ºT NM Remarks
Nurnberg C1 EDDN NUE + + + 338 074 R
Linz LOWL LNZ + + + 094 096 R
Stuttgart C2 EDDS STR + + + 281 104 R
Zurich LSZH ZRH + + + 248 141 R
Frankfurt C3 EDDF FRA + + + 309 161 R
Vienna LOWW VIE + + + 094 192
Amsterdam EHAM AMS + + + 311 358
B737 ºT NM Remarks
Rennes C1 LFRN RNS 355 055 R
Bordeaux C2 LFBD BOD 165 144 F
Paris Orly C3 LFPO ORY 058 186
B737 ºT NM Remarks
Rome C1 LIRF FCO 301 108
Bari C4 LIBD BRI 079 113
Brindisi C2 LIBR BDS 093 167 F
Palermo C3 LICJ PMO 199 171
B737 77 A3 B3 ºT NM Remarks
Teesside Intl. C1 EGNV MME ? + + 164 033 R
Leeds Bradford C3 EGNM LBA ? ? + 179 070 R
Edinburgh C2 EGPH EDI ? + + 314 079 F
Manchester EGCC MAN + + + 193 103
Prestwick EGPK PIK + + + 289 104
Glasgow C4 EGPF GLA + + + 298 106
B737 77 A3 B3 ºT NM Remarks
Genoa C2 LIMJ GOA - - + 057 083 F
Marseille C1 LFML MRS + + + 261 088
Torino LIMF TRN + + + 011 094 F
Montpellier C3 LFMT MPL ? ? + 268 141 F
Geneva LSGG GVA + + + 343 161 R; Limited parking
B737 ºT NM Remarks
Humberside EGNJ HUY 313 080 R
Leeds Bradford C3 EGNM LBA 305 128 R
Amsterdam C1 EHAM AMS 098 130
Manchester C2 EGCC MAN 289 135
B737 ºT NM Remarks
Munich C1 EDDM MUC 158 074 R
Stuttgart C2 EDDS STR 236 087 R
Frankfurt C3 EDDF FRA 288 102 R
Prague C4 LKPR PRG 074 129 R
B737 77 A3 B3 ºT NM Remarks
Sandefjord C1 ENTO TRF - - + 202 066 R; PPR may apply with OSL closed
Karlstad ESOK KSD - - + 124 082 R
Kristiansand C3 ENCN KRS ? ? + 218 151
Goteborg C2 ESGG GOT + + + 166 157
Bergen ENBR BGO + + + 272 175
Stavanger C4 ENZV SVG + + + 244 184 F
Stockholm ESSA ARN + + + 099 208
Copenhagen EKCH CPH + + + 170 280
B737 77 A3 B3 ºT NM Remarks
Paris Orly C1 LFPO ORY + + + 201 018 R
Chalons LFOK XCR ? ? + 102 067 R
Lille C2 LFQQ LIL + + + 013 096 F
Brussels EBBR BRU + + + 033 136
Amsterdam C3 EHAM AMS + + + 023 215
B737 ºT NM Remarks
Vigo C1 LEVX VGO 005 060
Santiago LEST SCQ 010 100
Lisbon C2 LPPT LIS 191 149 R
Valladolid LEVD VLL 079 175
Madrid C3 LEMD MAD 102 237
B737 ºT NM Remarks
Wroclaw C1 EPWR WRO 178 079
Gdansk C2 EPGD GDN 026 131
Berlin Brandenburg EDDB BER 270 122 R
Dresden EDDC DRS 237 138 R
Warsaw EPWA WAW 096 153 R
B737 77 A3 B3 ºT NM Remarks
Dresden C1 EDDC DRS + + + 343 065 R
Brno C2 LKTB BRQ ? + + 121 110 R
Linz LOWL LNZ + + + 182 112 R
Nurnberg C4 EDDN NUE + + + 254 128 R
Vienna C3 LOWW VIE + + + 143 150
Bratislava LZIB BTS + + + 135 164
Frankfurt EDDF FRA + + + 269 219 R
Budapest LHBP BUD + + + 129 254 R
B737 77 A3 B3 ºT NM Remarks
Rome Ciampino C1 LIRA CIA + + + 093 016 R
Naples LIRN NAP + + + 120 108
Pisa C3 LIRP PSA + + + 324 139 F
Bologna C2 LIPE BLQ ? ? + 346 169 F
Genoa C5 LIMJ GOA - - + 316 216 F
Nice LFMN NCE + + + 297 248 F
Brindisi LIBR BDS + - + 105 266 F
Milan Malpensa C4 LIMC MXP + + + 326 276
B737 ºT NM Remarks
Oslo C1 ENGM OSL 022 066
Kristiansand C2 ENCN KRS 229 090
Goteborg C3 ESGG GOT 145 112
Stavanger C4 ENZV SVG 263 144 F
Bergen ENBR BGO 294 166
B737 77 A3 B3 ºT NM Remarks
Helsinki C1 EFHK HEL + + + 281 162 Schengen visa: See Chapter 3.5
Tallinn C3 EETN TLL + + + 262 166 F
Turku EFTU TKU + + + 280 243
Riga C4 EVRA RIX + + + 229 263
Moscow C2 UUEE SVO + + + 135 323
Stockholm C5 ESSA ARN + + + 123 373
B737 ºT NM Remarks
Zadar C1 LDZD ZAD 307 054
Zagreb C2 LDZA ZAG 353 133
Bari LIBD BRI 172 146
Ljubljana C3 LJLJ LJU 332 179
B737 77 A3 B3 ºT NM Remarks
Bergen C1 ENBR BGO + + + 352 086
Kristiansand C3 ENCN KRS ? ? + 118 087
Sandefjord C4 ENTO TRF - - + 083 144 R; PPR may apply with OSL closed
Oslo C2 ENGM OSL + + + 064 184
Goteborg ESGG GOT + + + 109 222
B737 77 A3 B3 ºT NM Remarks
Stockholm Skavsta C1 ESKN NYO + + + 211 060 F
Norrkoping ESSP NRK + + + 219 082
Turku EFTU TKU + + + 068 140
Karlstad ESOK KSD - - + 265 140 R
Oslo ENGM OSL + + + 279 208
Goteborg C2 ESGG GOT + + + 236 212
Helsinki C3 EFHK HEL + + + 079 215 Schengen visa: See Chapter 3.5
B737 77 A3 B3 ºT NM Remarks
Karlsruhe C1 EDSB FKB + + + 277 045 F
Zurich LSZH ZRH + + + 200 079 R
Frankfurt C4 EDDF FRA + + + 342 085 R
Nurnberg C2 EDDN NUE + + + 056 087 R
Munich C3 EDDM MUC + + + 101 104 R
COMP advice: For commercial reasons, use Amman Queen Alia for Fuel & go only.
B737 ºT NM Remarks
Milan Malpensa C1 LIMC MXP 060 052
Genoa C2 LIMJ GOA 133 069 F
Nice C4 LFMN NCE 191 094 F
Lyon C3 LFLL LYS 286 113 F
B737 77 A3 B3 ºT NM Remarks
Carcassonne C2 LFMK CCF ? ? + 122 048 R
Tarbes C3 LFBT LDE ? ? + 246 066 F
Montpellier C4 LFMT MPL ? ? + 091 113 F
Bordeaux C1 LFBD BOD + + + 309 115 F
Marseille LFML MRS + + + 094 168
Lyon LFLL LYS + + + 051 202 F
B737 ºT NM Remarks
Aalesund C2 ENAL AES 248 141 R
Oslo C1 ENGM OSL 179 195
Bergen ENBR BGO 220 249
Sandefjord ENTO TRF 184 257 R; PPR may apply with OSL closed
Goteborg ESGG GOT 175 342
B737 ºT NM Remarks
Jonkoping C3 ESGJ JKG 337 054 R
Goteborg C1 ESGG GOT 300 090
Copenhagen C2 EKCH CPH 222 105
B737 77 A3 B3 ºT NM Remarks
Alicante C1 LEAL ALC + + + 182 073
Ibiza C4 LEIB IBZ + + + 113 094
Madrid C3 LEMD MAD + + + 292 154
Barcelona C2 LEBL BCN + + + 047 160
Malaga C5 LEMG AGP + + + 228 254
B737 77 A3 B3 ºT NM Remarks
Treviso C4 LIPH TSF ? + + 323 011 R
Trieste C2 LIPQ TRS ? + + 068 051 F
Verona C3 LIPX VRN ? + + 264 062 F
Bologna C1 LIPE BLQ ? ? + 218 074 F
Milan Malpensa LIMC MXP + + + 273 153
B737 77 A3 B3 ºT NM Remarks
Bratislava LZIB BTS + + + 083 026
Linz C2 LOWL LNZ + + + 275 096 R
Budapest C3 LHBP BUD + + + 110 116 R
Graz C1 LOWG GRZ - - + 215 081 R
Prague C4 LKPR PRG + + + 323 150 R
Munich C5 EDDM MUC + + + 274 192 R
Stuttgart EDDS STR + + + 277 295 R
B737 77 A3 B3 ºT NM Remarks
Krakow EPKK KRK - + + 200 133
Poznan C1 EPPO POZ - + + 276 153
Gdansk C2 EPGD GDN + + + 326 160
L’viv UKLL LWO ? ? + 141 181
Berlin Brandenburg C3 EDDB BER + + + 275 275
B737 ºT NM Remarks
Poznan C1 EPPO POZ 358 080
Prague C2 LKPR PRG 240 116 R
Dresden C3 EDDC DRS 272 117 R
Krakow C4 EPKK KRK 118 127
B737 ºT NM Remarks
Ljubljana C1 LJLJ LJU 293 073 R
Trieste C2 LIPQ TRS 272 109 F
Vienna C4 LOWW VIE 008 144
Budapest C3 LHBP BUD 052 167 R
B737 77 A3 B3 ºT NM Remarks
Basle C1 LFSB BSL + + + 281 042 R; Limited parking
Stuttgart C3 EDDS STR + + + 020 079 R
Geneva C2 LSGG GVA + + + 234 124 R; Limited parking
Munich EDDM MUC + + + 068 141 R
United Arab Emirates (UAE) = Abu Dhabi, Dubai, Fujairah, Ras Al Khaimah and Sjarjah.
3. POLITICAL CONDITIONS
Several areas are subject to political stress. Sudden developments could influence route options.
When seeking advice, consult ATM-Dispatch and/or local KLM staff, but refrain from discussion with 'third
parties'. From different sources (e.g. SPL/AV - Security Department or SPL/OL - Air Traffic Management),
ATM-Dispatch may be able to collect useful info.
Only broad guidelines can be given for a condition in which the safety of (part of) the route becomes affected,
such as sudden airspace closure. The first priority then would be to assess the risk and size of the critical area.
When, for safety reasons, following the flight plan appears to be no longer feasible or practicable, turn back,
circumnavigate the critical area and/or proceed to an ERA.
4. TERRAIN
The Middle East is mountainous:
— Lebanon: Mountain range along the Mediterranean east coast (up to 12 000 ft).
— Iran
MGAs above 10 000 ft prevail. High mountain ranges are found close to the airports of Tehran, Tabriz,
Esfahan and Shiraz.
— Oman: Muscat area with heights up to 10 000 ft.
— Yemen: Saana area with heights up to 13 000 ft.
5. INTERCENTRE COMMUNICATIONS
Direct Speech and AFTN links in the ATS intercentre communication system may be deficient, resulting in
difficult co-ordination between adjacent ATC centres. Consequences could be:
— A 10 minutes pre-entry call, see OM C2 (Regional ROM);
— ATC may inquire about flight details, which are normally available through FPL notification, such as aircraft
registration and type, departure aerodrome, destination, etc.
6. AIR-GROUND COMMUNICATIONS
Time delay may be experienced while reporting position and in effecting changes to the flight plan, also in areas
with VHF coverage.
7. WEATHER
— Strong westerly jetstream in winter: Core wind velocity may reach 150 kt.
— Sandstorms
Wind speeds of 20 kt and more may cause VIS reductions to well below 1000 m due to rising dust and sand.
Dust or sandstorms occur all year around, although most often in winter.
— Mediterranean depressions in winter
In winter, frontal depressions following an easterly track through the Mediterranean may proceed into the
Near East. The associated cold fronts may be accompanied by thunderstorm activity with heavy rainfall.
Snowfall is occasionally reported in Israel and Jordan.
Strong and gusty wind conditions may be encountered.
— Low Level Windshear
Large variations in temperature may occur daily near the surface of Middle East airports.
As a result, substantial shear conditions may be encountered.
Low level temperature inversions and strong windshear mostly occur at night during summer. Forecasts
rarely mention this phenomenon.
— Fog Risk at Southern Persian Gulf Airports
Fog may affect Abu Dhabi, Dubai and adjacent airports unexpectedly and sometimes simultaneously.
9. MONTH OF RAMADAN
This is the Holy month in Islam. In this month Muslims normally refrain from eating and drinking during daytime.
Non-muslims in Muslim countries are expected not to eat and drink in public during this period.
1. RVSM
Flightplanning-General4.2
— RVSM is applied between FL290 - 410 incl. in the region, except in Tel Aviv FIR.
— RVSM instructions given in Chapter 3 Europe apply also for Middle East RVSM airspace.
— Additionally, in case an aircraft is temporarily non-RVSM approved/capable for technical reasons, special
ATC permission may be obtained to enable operation to a repair facility via RVSM airspace.
Such a request shall be made to the first ATC centre not later than 4 hours before flight. The first ATC centre
will coordinate with subsequent centres.
If approved, the ’W’ shall be removed from ATS FPL Item 10, and FPL Item 18 shall include STS/category
of operation (e.g. ferry)/APVD NONRVSM.
2. RNP 5
NOTE: Progressively States may re-designate RNP 5 airspace into RNAV 5 airspace.
In connection with RNP 5/RNAV 5, States in the region may or may not use the (EUR) term Basic RNAV.
Ref. (EUR) Chapter 3.1 and 3.2, RNP 5/RNAV 5 applies on designated STARs and SIDs and in:
— Bahrain & Qatar: On routes east of Bahrain above 10 500, routes north of Bahrain above FL285, and west
of Bahrain above FL195.
— Iran: Above FL285.
— Iraq: All airways.
— Jeddah FIR: Above FL195.
— Kuwait: Above FL155.
— Lebanon: Above FL290, except over land south of N 34.
— Oman: Above FL275 on airways (and within Muscat UTA).
— Syrian Arab Rep.: Above FL235 on R785 segment ’KTN’ - ZELAF, and UR219, segment SOKAN - FIRAS.
— United Arab Emirates: Above 10 500 ft and in the Dubai and Fujairah CTAs.
— Yemen Republic: RNP 5 at or above FL195 on ATS routes West of E056, and RNP 10 at or above FL195
on (oceanic) ATS routes East of E056.
3. TRANSPONDER
Legend: R = Mode A + C required; P = Arrangement possible if u/s, and O = Not required.
Bahrain R, P
Iran R, P
Iraq R
Israel R, but Mode C: O
Jordan R, P
Kuwait R, P
Lebanon O
Oman R (P?)
Saudi Arabia R; Mode C: P
Syrian Arab Republic R, P
United Arab Emirates R, P
Yemen Republic O
4. TCAS
See Chapter ’Flightplanning - Country Procedures’.
1. IRAQ
Flightplanning-CountryProcedures4.3
1.1 General
— Change requests to previously approved overflight authorizations, including change of scheduled aircraft
type, shall be submitted by ATM-Dispatch to ICAA, including registration, before 1500Z the day before the
planned flight. Requests must be authorized by Iraqi CAA (ICAA) via e-mail.
— If required for clarification or otherwise, ATM-Dispatch may contact ICAA Air Trans Dept:
• Telephone: 00964-1-813.2467, or mobile 00964-790-531.9779.
• Fax: 00964- 543.0689.
• E-mail: [email protected]
— Overflights only above FL200, except for flights departing from adjacent countries whose climb
performance will not permit operation above FL200 before FIR entry, subject to ATC approval.
— Off-route operations are authorized in flight for KLM by ATC.
— Lateral navigational requirement: Basic RNAV/RNP 5. If unable, FIR entry will not be authorized.
2. ISRAEL
Overflights authorized.
3. BAHRAIN
RNAV 1: required.
4. OMAN
— RNAV 1 airways: Authorized for RNP 5-certified operators.
— TCAS: Must be serviceable.
5. SAUDI ARABIA
— Victor Routes: Domestic V routes may not be used, except with government clearance.
— Alternate Nomination for Saudi Destinations
Only the following Saudi airport may be nominated in the FPL as Destination alternate:
• Destination Dammam: Riyadh.
COMP advice SPL/OL: Alternates outside Saudi Arabia may be selected without restrictions. Saudi ADs
may also be used as alternate in case the destination lies outside Saudi Arabia.
— State alternate minima available
• Precision: 600 ft - 3200 m.
• Non-precision: 800 ft - 3200 m.
• Minima are not applicable for A330 and B777, approval obtained by OPSSPEC to use values as
published in OM-C3.
— ESCAT
During a defence emergency condition, instructions may be issued in accordance with the Emergency
Security Control of Air Traffic (ESCAT) Plan.The Plan applies to Saudi territorial airspace.
Under the provisions of the Plan, the Saudi MIL Air Defence Notification Centre (ADNC) will direct, through
civil ATS channels, the action to be taken with regard to the closure of Saudi airspace, to landing,
grounding, diversion, or dispersal of aircraft, and the control of navaids.
In case ESCAT is implemented and civil traffic remains possible, flow control may be imposed.
The ADNC will then assign a Wartime Air Traffic Priority Number to proposed civil traffic, based on the
flight's purpose, route and the level of necessity of the flight.
Authorization is based on the existing or expected level of hostilities along the intended route.
5 min RLongSM may be applied within Nicosia, Damascus, Amman, Jeddah and Bahrain FIRs, when the
leading aircraft maintains a TAS of 20 kt or more faster than the following aircraft.
2. OMAN
RAs shall be notified to CAA Oman. Please indicate this requirement on the ASR.
3. SAUDI ARABIA
When the ESCAT Plan is (partly) implemented, civil ATC will relay specific MIL instructions to each aircraft.
When operating in Saudi airspace, comply with all ESCAT instructions to change course, level, or to land at
the nearest suitable aerodrome acceptable to the pilot.
COMP advice: If possible, try to divert to an aerodrome outside the critical area.
4.2 ASR
— Incident and/or occurrence: Copies of the ASR shall be notified to UAE GCAA by fax within 24 hours.
Please indicate this on the ASR.
— Emergencies and/or priority handling requested from UAE ATC: An ASR shall be forwarded upon arrival.
5.2 Iran
See Chapter ’Regional Background Info’: Clothing requirements for female crew.
5.3 Israel
— Israeli destination: For commercial reasons, use Amman Queen Alia for ’Fuel & go’ only. Except for an
emergency, do not divert to any other Arab country.
— Other Near East destinations: Except for an emergency, do not divert to an Israeli airport.
6. DECOMPRESSION GUIDELINES
— The terrain presentation on the associated OM C2 (Regional ROM) charts is identical to the one for airport
charts, except that the white layer is not related to any aerodrome elevation but to the 7000 ft contour line.
— The OM C2 (Regional ROM) Decompression Guidelines are based on:
• Standard passenger oxygen configuration (B777: Dispatch pressure as per OM B).
• Rapid Descent procedure as per OM B.
• No wind.
• Clean configuration and VMO/MMO -5 kt at level-off and intermediate altitudes above 10 000 ft.
— The OM C2 (Regional ROM) N-1 Guidelines are based on:
• 50 kt head wind during drift down.
• Clean configuration & Engine Out Drift down speed.
• Temperature for engine performance ISA +10.
• Engine A/I on.
Bahrain 128.800 Cairo 126.200 Kuwait 126.625 Muscat 127.400 Nicosia 127.200
Bahrain Intervals of 8 -10 min Bahrain Muscat Larnaka
Jeddah Cairo Doha Fujairah Pafos
Dammam Hurghada Abu Dhabi Ras al Khaimah Athinai ATH
Riyadh Sharm El Sheikh Dubai Sharjah Rodos
Kuwait Luxor Dammam Dubai Beirut
Abu Dhabi Aswan Riyadh Abu Dhabi Damascus
Dubai Borg El Arab (HEBA) Tehran Mehrabad Al Ain Tel Aviv
Ras al Khaimah Alexandria (HEAX) Mashhad Bahrain SIGMET
Sharjah Beirut Shiraz Doha
Muscat Damascus Kuwait
Doha Larnaka Dammam
Athinai ATH Jeddah
Benghazi
Khartoum
Jeddah
NOTE:
1. Broadcasts may be subject to change without prior notice.
2. Complete info on Athens, Ankara, Beirut and Tel Aviv VHF VOLMET in Section 3, Europe.
1. INTRODUCTION
Destn
i ato
i nAlternates4.6
— Aircraft type codes, below the destination name, indicates approval of alternate selection by the CP.
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle,.
— Alternate airports published below are adequate for all KLM aircraft types, except as indicated (Remarks).
— Availability of adequate ground handling equipment and maintenance is not assured at all alternate ADs.
Legend
C1 Commercial alternate sequence number (Source: OCC/LM)
R Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI (Source: SPL/OC) or OM C4 (SPL/OL)
F Restricted fuel availability (no other restrictions), see OM C3 AOI (Source: SPL/OC)
NOTE:
1. When planning to an 'unusual' destination (e.g. for a charter flight), check that charts of airports used for
flightplanning are incorporated in the on-board OM C3 (Aerodromes).
2. Actual diversion: See also Chapter ’En Route’.
A330 ºT NM Remarks
Bahrain C1 OBBI BAH 105 047
Doha OTHH DOH 126 122
Riyadh OERK RUH 242 190 ’Fuel & go’ only (limited hotel accommodation)
Kuwait C2 OKBK KWI 330 192
Abu Dhabi OMAA AUH 115 291 See Chapter 4.3
Dubai C3 OMDB DXB 104 309
Sharjah OMSJ SHJ 103 316 Limited ground handling
Muscat C4 OOMS MCT 111 494
A330 ºT NM Remarks
Dammam C1 OEDF DMM 062 190
Bahrain OBBI BAH 070 227
Kuwait OKBK KWI 015 265
Abu Dhabi C4 OMAA AUH 094 435 See Chapter 4.3
Jeddah OEJN JED 245 461
Dubai C2 OMDB DXB 088 472
Muscat C3 OOMS MCT 097 640
1. METEOROLOGICAL INFORMATION
RegionalBackgroundInformation5.1
1.1 Monsoon
— Summer
Humid SW-Monsoon, originating in the Arabian Sea and Bay of Bengal, approx. MAY to SEP.
Over the Indian subcontinent, this monsoon is accompanied by cyclones, heavy rains, strong (cross) winds,
severe turbulence, reduced VIS and, consequently, reduced traffic capacity.
Cyclones are more common with the advance and retreat of the Monsoon in MAY and SEP.
— Winter
N/NE-Monsoon over the Bay of Bengal, originating in NW-India.
Over land the wind remains dry, over the sea (Malaysian Peninsula and Indonesia) it becomes moist.
2.1 Introduction
The main traffic flow from South-East Asian airports to Europe is scheduled to depart in the late evening (LT)
in order to arrive at destination in the early morning. This leads to capacity problems, particularly in Northern
India and Pakistan.
Route restrictions over Afghanistan, as well as traffic joining or crossing the westbound ’European’ flow over
India, contribute to this problem.
The main westbound traffic flow enters the Kabul FIR between 2100 - 2330. Outside this peak period normal
traffic conditions can be anticipated.
ATFM ’BOBCAT’ procedures apply in order to minimise the negative effects of the peak flows, see below.
Most westbound KLM flights have a relatively early (= favourable) position in the main traffic flow.
However, this implies that even a modest departure delay increases the risk of receiving less optimum levels
and/or rerouting by ATC.
1. RVSM
Flightplanning-General5.2
2. RNP 10
Required on the authorized HL routes in Afghanistan and on most oceanic routes in the region.
3. TRANSPONDER
Legend: R = Mode A + C required; P = Arrangement possible if u/s, and O = Not required.
4. TCAS
There are no en-route or aerodrome procedures in the region requiring TCAS serviceability upon dispatch,
except if via Indonesia in case of volcanic activity: See Chapter 5.3.
5. HF RADIOS
HF is required for KLM operations in this region.
7. FUEL QUALITY
NOTE: Information on Chinese and northerly Russian airports in Section 6 Far East (North).
— ’No (recent) data available’ for:
• India: Jaipur (VIJP).
• Indonesia: Jakarta Halim P.K. (WIHH), Makassar (WAAA) and Palembang (WIPP).
• Kazakhstan: Turkistan (UAIT).
• Malaysia: Kuala Lumpur Subang (WMSA).
• Sri Lanka: Mattala (VCRI).
• Singapore: Paya Lebar (WSAP).
• Tajikistan: Dushanbe (UTDD).
• Thailand: Ubon (VTUU) and Bangkok Don Mueang (VTBD).
— ’Below standard quality’ for:
• Kazakhstan: Aktobe (UATT).
• Turkmenistan: Turkmenbashi (UTAK).
If countries in this region are not mentioned in this chapter, there are no additional regulations. For Ukraine
FRA (see Section Europe, Chapter 3.3).
2. AFGHANISTAN
4. INDIA
NOTE 1: For night operations, at least REDL or RCLL and RENL required.
NOTE 2: The required RVR must be achieved for all relevant RVR reporting points (TDZ, MID and RO).
The governing RVR shall be the lowest of the reported RVRs.
5. INDONESIA
6. MALAYSIA
— Before PBCS airspace entry: advice ATC as soon as it becomes apparent, who will consider continued
operation on a tactical basis.
— In PBCS airspace: advice ATC as soon as it becomes apparent, who will consider continued operation on
a tactical basis.
7. SINGAPORE SIN
— Scheduled Runway Closure
If during scheduled runway closure for inspection and maintenance purposes the other, active runway
would become unavailable unexpectedly, the closed runway will be re-opened immediately.
Consequently, for CONT fuel calculation, consider SIN as having two runways, regardless of planned ETA.
As applicable, Dispatch should manually overrule the FPL system accordingly.
— Destination Alternate Paya Lebar (WSAP)
Outside published opening hours, Paya Lebar AFB can be opened on request at 30 min PN.
If required, such request is to be made via SIN/KK. Consequently, Dispatch may plan WSAP as alternate
outside HO, provided sufficient holding fuel is planned to cover the 30 min time delay period.
Note that the weather situation will normally be the same at both airports.
8. SRI LANKA
Separation minima
1. Performance based longitudinal separation (PBCS) minimum of 50 NM may be applied between RNP 10
approved aircraft on ATS routes which either LOGON to CPDLC or are within VHF radio range as the
primary means of communication. Such Direct Controller Pilot Communication (DCPC) shall be maintained
at all times when applying these separation minima and the secondary means of communication shall not
be HF voice.
2. 80 NM or 10 minutes (or less) Mach Number Technique (MNT) separation minima may be applied between
aircraft in situations where DCPC could not be maintained or when RCP 240 / RSP 180 performance
requirement could not be completed.
ADS-C/CPDLC failure:
— Planning phase: in case an aircraft is temporarily non-PBCS approved/capable for technical reasons, the
aircraft shall avoid PBCS airspace and filing procedure shall be adjusted. For filing procedures in case of
a non-PBCS flight, refer to applicable dispatch procedures.
— Before PBCS airspace entry: advice ATC as soon as it becomes apparent, who will consider continued
operation on a tactical basis.
— In PBCS airspace: advice ATC as soon as it becomes apparent, who will consider continued operation on
a tactical basis.
— General
• 50 NM on selected airways between RNAV 10 (RNP 10) aircraft pairs with VHF or CPDLC contact.
• 80 NM RNAV on RNAV 10 (RNP 10) routes, unless indicated otherwise below.
• 10 min on Mach Number Technique routes.
• Other ATS routes: 15 min, unless indicated otherwise hereafter.
— Malaysia
50 NM may be applied between RNP 10 approved aircraft having either VHF or ADS/CPDLC contact.
— Myanmar
50 NM may be applied on L301, L507, L515, L759, M502, M626, N895, P646 and P762 between RNP 10
approved aircraft having either VHF or CPDLC contact.
Non-RNP 10 flights must file at FL270 or below; operation above FL270 then at ATC discretion only.
— Pakistan
50 NM may be applied on RNP 10 and RNAV 5 routes.
— Thailand
50 NM may be applied between RNP 10 approved aircraft having either VHF or CPDLC contact.
Exception: When into Myanmar (Yangon FIR), CPDLC is required to allow this separation minimum.
1. (VIA) AFGHANISTAN
EnRoute-CountryProcedures5.5
2. BANGLADESH
2.1 ADC
Air Defence Clearance (ADC) is needed to operate over Bangladesh mainland - AVPOP - ESDOT v.v. (L507).
All other routes over Bangladesh do not need ADC.
Dispatch shall request ADC for each flight plan via phone/fax: 00880 289 01081, mail: [email protected] or
AFTN: VGHSZQZX.
Dispatch shall place the ADC number in the flight plan header. When the flight is delayed over 2 hrs, a new
ADC number shall be obtained.
3. INDIA
3.1 ADIZ
Aircraft operating to, through or within an Indian ADIZ shall obtain an Air Defence Clearance (ADC) from ATS
10 min before entering Indian airspace, or before take-off from an Indian aerodrome.
The ADC is valid for the entire route over Indian territory, including intermediate stops and transits of more than
one FIR or ADIZ.
For departure, the ADC remains valid between 15 min before EOBT and 45 min after EOBT, either from original
or intermediate stops. In the event of a departure delay of more than 45 min, a new ADC shall be obtained.
In case of communication difficulty or delay in receipt of the ADC before departure, the aircraft may be allowed
to take-off with the instruction to obtain an ADC immediately after take-off.
ADIZ entry without an ADC or deviation from the current FPL when within an ADIZ will cause MIL alert.
3.2 TCAS RA
RAs shall be notified to CAA India. Please indicate this requirement on the ASR.
4. PAKISTAN
4.1 ADIZ
Aircraft operating to, through or within a Pakistani ADIZ shall obtain an Air Defence Clearance (ADC) from ATS
15 min before entering Pakistani airspace, or before take-off from a Pakistani aerodrome.
The ADC is valid for the entire route over Pakistani territory, including intermediate stops and transits of more
than one FIR or ADIZ.
The ADC remains valid up to 1 hour departure delay, either from original or intermediate stops.
In the event of a delay of more than 1 hour, a new ADC shall be obtained.
In case of communication difficulty or delay in receipt of the ADC before departure, the aircraft may be allowed
to take-off with the instruction to obtain an ADC immediately after take-off.
ADIZ entry without an ADC or deviation from the current FPL when within an ADIZ will cause MIL alert.
4.2 TCAS RA
RAs shall be notified to CAA Pakistan. Please indicate this requirement on the ASR.
4.3 Diversion
Because of the unstable political situation, actual diversion to a Pakistani aerodrome should be avoided in case
a substantial risk of AOG and/or crew lay-over exists. I.e. ’Fuel & go’ only.
In case diversion is unavoidable, SPL/AV is to be informed, in order to arrange security measures upon landing.
WARNING: At Pakistani aerodromes, Indian passport holders are not allowed to leave the aircraft.
1. INTRODUCTION
Destn
i ato
i nAlternates5.7
— Aircraft type codes, below the destination name, indicates approval of alternate selection by the CP.
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle.
— Alternate airports published below are adequate for all KLM aircraft types, except as indicated (Remarks).
— Availability of adequate groundhandling equipment and maintenance is not assured at all alternate airports.
Legend
C1 Commercial alternate sequence number (Source: OCC/LM)
R Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI (Source: SPL/OC) or OM C4 (SPL/OL)
F Restricted fuel availability (no other restrictions), see OM C3 AOI (Source: SPL/OC)
B777/787 ºT NM Remarks
Bangkok D.M. C1 VTBD DMK 329 016 Limited parking 17-00Z
Rayong C2 VTBU UTP 166 062
Ubon VTUU UBP 069 258 F
Chiang Mai C3 VTCC CNX 341 323 Handling: Mon-Fri 01-10
Yangon VYYY RGN 306 331
Phuket C4 VTSP HKT 203 365
Penang WMKP PEN 183 506 F: 1 HR PN 16-22Z (Source: KUL/KK)
Kuala Lumpur C5 WMKK KUL 175 661
B777/787 ºT NM Remarks
Chennai C3 VOMM MAA 095 145 ’Fuel & go’ only
Cochin C1 VOCI COK 203 199
Hyderabad C2 VOHS HYD 010 247
Katunayaka VCBI CMB 160 385
Mumbai C4 VABB BOM 322 452
B777/787 ºT NM Remarks
Amritsar VIAR ATQ 328 224 R (no TKOF RWY 34: Observe Chapter 5.3); ’Fuel & go’ only
Ahmedabad C2 VAAH AMD 216 410 ’Fuel & go’ only
Nagpur VANP NAG 167 462
Mumbai C1 VABB BOM 202 616
Hyderabad C4 VOHS HYD 174 685
Kolkata VECC CCU 120 710
Bengaluru C3 VOBL BLR 178 925 Limited parking
B777/787 ºT NM Remarks
Surabaya C2 WARR SUB 300 164 R
Makassar WAAA UPG 050 343
Jakarta Halim WIHH HLP 287 516 Handling: 20-13Z
Jakarta C1 WIII CGK 287 532
Singapore WSSS SIN 312 905
B777/787 ºT NM Remarks
Jakarta Halim WIHH HLP 123 016 Handling: 20-13Z
Palembang WIPP PLM 329 227
Surabaya WARR SUB 102 374 R
Singapore C1 WSSS SIN 340 478
Denpasar WADD DPS 107 532
K.L. Sepang C2 WMKK KUL 331 611
Penang WMKP PEN 331 787 F: 1 HR PN 16-22Z (Source: KUL/KK)
B777/787 ºT NM Remarks
Mattala VCRI HRI 126 092
Cochin VOCI COK 311 274
Chennai C2 VOMM MAA 003 350 ’Fuel & go’ only
Bengaluru C1 VOBL BLR 340 385
Hyderabad VOHS HYD 352 611
B777/787 ºT NM Remarks
Kuala Lumpur WMSA SZB 339 025 ’Fuel & go’ only
Subang
Johor Bahru C3 WMKJ JHB 119 136 R; F: 1 HR PN 16-22Z (Source: KUL/KK), No B787 towbar
available.
Singapore C1 WSSS SIN 121 161
Penang C4 WMKP PEN 331 176 F: 1 HR PN 16-22Z (Source: KUL/KK)
Medan WIMM KNO 288 177 F
Phuket VTSP HKT 328 382
Bangkok C2 VTBS BKK 355 661
B777/787 ºT NM Remarks
Singapore P.L. WSAP QPG 271 005 R; Limited facilities
Johor Bahru WMKJ JHB 311 026 R; F: 1 HR PN 16-22Z (Source: KUL/KK), No B787 towbar
available.
K.L. Sepang C1 WMKK KUL 301 161
Penang WMKP PEN 317 326 F: 1 HR PN 16-22Z (Source: KUL/KK)
Medan WIMM KNO 294 336 F
Jakarta C2 WIII CGK 160 478
Bangkok VTBS BKK 345 767
1. METEOROLOGICAL INFORMATION
RegionalBackgroundInformation6.1
— Introduction
Mountain ranges in Asia run mainly east to west and this, together with the fact that the land mass of Asia
is the largest in the world, limits the transportation of warm and cold air masses and this results in great
seasonal contrasts.
— Winter
Low temperatures over Asia give rise to the intense Siberian High, which extends its influence over most
of Europe and Asia. Average temperature -40 °C, and sometimes pressure values reach 1070 hPa.
Cold air flowing from this high pressure region gives rise to NW-erly winds in northern China.
Further south, the winds become northerly and finally NE-erly, as they take up the trade wind flow to
become the NE-Monsoon of SE-Asia and Indonesia.
Over land the wind remains dry, over the sea it becomes moist.
NOTE: India is cut off from this flow by the Himalayas, but it develops its own, warmer high pressure system
in NW-India.
— Summer
The pressure distribution is completely changed, compared to that in winter, because the high land
temperatures lead to low pressure systems over the areas which are subject to the most heating.
When the resulting SE-Monsoon reaches the land masses of Asia, it is accompanied by typhoons, heavy
rains, strong (cross) winds, severe turbulence, reduced VIS and, consequently, reduced traffic capacity.
Typhoons typically occur between JUN and NOV, travelling in a (north)westerly direction, often passing
over the Philippines, and making landfall in SE-Asia, Korea and Japan.
Typhoon frequency varies from year to year and may be influenced by other climatic factors, such as El
Niño/La Niña.
1. RVSM
Flightplanning-General6.2
2. TRANSPONDER
Legend: R = Mode A + C required; P = Arrangement possible if u/s, and ? = No official information available
China R; P?
Japan R in controlled airspace above 10 000 ft, in APP Control areas and CTRs; P
DPR of (North) Korea R; P
Rep. of (South) Korea R; P?
Russian Federation R; P
3. TCAS
There are no en-route or aerodrome procedures in the region requiring TCAS serviceability upon dispatch,
except if via Mainland China: See Chapter 6.4.
4. HF RADIOS
HF is required for KLM operations on Siberian routes and China routes.
7. FUEL QUALITY
— ’No (recent) data available’ for:
• China: Dunhuang (ZLDH), Harbin (ZYHB) - not inspected yet, Hohot (ZBHH), Shijiazhuang (ZBSJ),
Kashi (ZWSH), Lanzhou (ZLLL), Taiyuan (ZBYN), Xining (ZLXN) and Yinchuan (ZLIC).
• Russia: Bratsk (UIBB), Mirny (UERR), Norilsk (UOOO) and Chita (UIAA).
— ’Below standard quality’:
• Kazakhstan: Aktobe (UATT).
• Russia: Syktyvkar (UUYY).
8. CATEGORY B AERODROMES
Legend for Considerations (see Table)
— Terrain = Critically high terrain (selected ADs only).
— Runway profile = Published runway gradient profile.
— GA >2.5% = MISAP climb gradient higher than 2.5%.
— Circling >1000 ft = Circling minima higher than 1000 ft HAA.
— N-1 TKOF = Non-standard N-1 Take-off procedure (selected ADs only).
— SID >3.3% = SID climb gradient higher than 3.3%.
1. RUSSIAN FEDERATION
Flightplanning-SiberiaRoutes6.3
NOTE: See also Russian flightplanning and en-route procedures in Section 3, Europe.
2. JAPAN
NOTE:
1. See also the next Chapter when planning Japanese destinations via China.
2. Return from Japan via Anchorage FIRs: See Section 7, NAT & NAM.
3.1 Introduction
— Assessed area: Siberia routes, bounded to the north by airways N150 and B153, inclusive. See map.
Assessed aircraft types: B777 & B787.
— ERAs: See OM C Airport Documentation Coverage charts.
— ETOPS: Contingency fuel planning as per OM A (BOM).
— CAT B Svalbard (ENSB) may not be used for contingency or other planning purposes.
1. CHINA
Flightplanning-OtherthanSiberiaRoutes6.4
NOTE: In absence of Low Level Contingency routes no A330 with pax authorized.
• AMS - HKG
Authorized route: Flexible entry authorized via either Y1 (entry: RULAD), AKTOB route (entry: SARIN),
NIXAL or MORIT - exit: SIERA (entry Hong Kong FIR). (see NOTE) route.
• AMS - TPE
Authorized route: Flexible entry authorized via either Y1 (entry: RULAD), AKTOB route (entry: SARIN),
NIXAL or MORIT - exit: TAMOT (entry Hong Kong FIR). (see NOTE) route.
• AMS - PEK
Authorized route: INTIK - ZBAA.
• AMS - HGH
Authorized route: NIXAL - ZSHC.
• AMS - XMN
Authorized route: NIXAL - ZSAM.
• AMS - PVG
Authorized route: NIXAL - ZSPD.
NOTE: R204 and R205 can be crossed.
• AMS - ICN v.v.: Authorized route: POLHO - AGAVO v.v.
• AMS - KIX (v.v.): Authorized route: POLHO - AGAVO v.v.
• AMS - NRT (v.v.): Authorized route: TELOK - BISUN v.v.
— Westbound
• HKG - AMS and TPE - AMS
Authorized route: Flexible exit authorized via BEKOL (exit Hong Kong FIR), then either the Y1 (exit:
RULAD), AKTOB (exit: SARIN) or MORIT (see NOTE) route or NIXAL.
NOTE: HKG - AMS may be affected by the ’Distributed Multi-Nodal’ ATFM Trial, see hereafter.
• CTU - AMS
This city pair shall be planned via either one or two of the following route options, depending on the
current OM C - ATMB authorization: ZUUU-SARIN or ZUUU-MORIT (see NOTE).
Based on the forecast wind pattern, SPL/OL requests authorization for route options for a limited period
of time, normally 1 calendar month. Relevant permit updates will be provided via Co. NOTAM or SUP
to OM C1 & C2. Strict adherence to this exceptional procedure is required to ensure future cooperation
of ATMB.
• KIX - AMS
Authorized route: BISUN-TELOK.
• PEK - AMS
Authorized Chinese route: ZBAA - INTIK.
• HGH - AMS
Authorized Chinese route: ZSHC - NIXAL.
• XMN - AMS
Authorized Chinese route: ZSAM - NIXAL.
• PVG - AMS
Authorized Chinese route: ZSPD-POLHO.
As applicable, PVG/KK will contact Dispatch with preliminary permission for an alternative route in case
of severe ATC delay. Dispatch shall then send a re-routing request to the ATM Bureau CAAC, as per
subparagraph 1.1.
DP7 is key in choosing ETOPS ERA in relation with low level contingency procedures. Nominate ETOPS ERA
west of DP7 that includes DP7 and nominate an ETOPS ERA east of DP7 that includes DP7 in the 180min
circle.
If no adequate ETOPS ERA can be selected: Plan the flight in such a way, that DP7 is located outside the
ETOPS segment but within 60 minutes/400NM from an adequate ERA (e.g. ZLXN, ZLDH, ZLIC or ZUUU).
3. JAPAN
See Chapter 6.3 Siberia Routes, before.
4. KAZAKHSTAN
Based on an agreement with ATC, Flights can be planned with a direct segment in Kazakhstan FIR.
Crew is still encouraged to request directs from entry to exit if the flight plan does not contain a direct segment.
ATC confirmed to support direct clearance as much as possible.
6. MONGOLIA
NOTE: In absence of Low Level Contingency routes no A330 with pax authorized.
7. PHILIPPINES
8. TAIWAN
If these D-MCLs cannot be met in the planning phase (e.g. FL closure by NOTAM), Dispatch shall check
that the N-1 Net Level-off Pressure Altitude (see OM Part B) with the estimated En Route Weight is higher
than the OM C2 (Contingency) MFA for the applicable segment.
These MFAs shall be corrected for non-standard conditions: Use temperature info from the FPL system
and find any non-standard pressure from METAR of nearest airport.
If the Net Level-off Pressure Altitude is lower, the TOW should be decreased accordingly.
11.1 Introduction
— Assessed aircraft and area: B777 & B787 via China & Mongolia along authorized routes.
Chinese L888 (segment SADAN - BIDRU) & Y2 (MEPEP - LUVAR) not assessed.
— COMP Decision Points and ERAs: See OM C2.
— ETOPS: Fuel planning as per OM A (BOM) 8.5, and additionally as required in the next subparagraphs.
— Contingency scenarios, incl. ETOPS, must be calculated from applicable (OM C2) DPs and escape routes,
as required.
— Mongolia and LADIX route: No routine fuel checks will be made by Dispatch for the Mongolian route
segments, because of the amount of fuel available vs. the number of possibly adequate aerodromes.
11.2 B777 & B787 N-1 Scenario, via airways W192/W191 & L888/Y1 (alternative A343)
— Eastbound
No routine N-1 fuel check will be made by Dispatch because the decompression scenario is more
restrictive.
— Westbound
In view of the amount of fuel available and the number of potentially adequate ERAs, no routine N-1 fuel
check will be made by Dispatch.
12.1 Introduction
See ’Introduction’ under the previous paragraph.
If the amount of fuel available (OFP EFOB) at the waypoint mentioned below is less than the required diversion
fuel to the applicable ERA, uplift the difference as Additional (OPN) fuel.
NOTE: Diversion fuel includes 15 min holding at 1500 ft over the ERA (See OM A (BOM) 8.1).
If none of the above mentioned ERAs are adequate, Dispatch shall ensure that the amount of fuel available
at the most critical DP is sufficient to reach an alternative ERA (e.g. Karaganda/UAKK covering the area
west of DP1).
NOTE: Some TAFs are not yet available H24 in the FPL system. If a TAF is missing or if an ERA is required
outside the validity times of a State TAF, Dispatch shall request DAL TAFs, as required. Alternatively, TAFs
can be provided by China Southern Airlines, Xiamen Airlines or IATA Beijing on request. These TAFs are
State weather forecasts and may be used for flight planning.
— Westbound
In view of the amount of fuel available and the number of potentially adequate ERAs, no routine
decompression fuel check will be made by Dispatch.
If none of the above mentioned ERAs are adequate, Dispatch shall ensure that the amount of fuel available
at the most critical DP is sufficient to reach an alternative ERA (e.g. Yinchuan/ZLIC covering the area east
of DP6).
NOTE: Some TAFs are not yet available H24 in the FPL system. If a TAF is missing or if an ERA is required
outside the validity times of a State TAF, Dispatch shall request DAL TAFs, as required. Alternatively, TAFs
can be provided by China Southern Airlines, Xiamen Airlines or IATA Beijing on request. These TAFs are
State weather forecasts and may be used for flight planning.
• AMS - CTU will be authorized by CONOTAM due to flexible monthly overflying permit.
— Westbound
In view of the amount of fuel available and the number of potentially adequate ERAs, no routine
decompression fuel check will be made by ATM-Dispatch.
• CTU - AMS not authorized due to overflying permits.
In RVSM airspace in China, Japan, the DPR of (North) Korea, Rep. of (South) Korea and Mongolia, in case of
any altitude deviation of 300 ft or more from the assigned FL, submit a LHD ASR for forwarding to the applicable
CAA. Please indicate this requirement on the ASR.
Provide magnitude, duration and cause of the deviation, and any crew comments/remarks.
Additionally, for Japan:
— Add Domestic airspace or NOPAC, as applicable
— In case the event caused a TCAS RA, a separate ASR must be submitted to the CAA, see hereafter.
2. CHINA - GENERAL
2.2 Diversion
— Inform ATM-Dispatch as early as possible. In concert with OCC/LM they will try to connect local KLM staff
with authorities and handling staff at the diversion airport.
— En-route diversion to domestic as well as international aerodromes may cause ground delay caused by a
combination of:
• Strict application of immigration, custom and/or quarantine regulations, also for crew members,
regardless of the reason for diversion.
• Lack of ground handling experience and facilities.
• Language problems.
Therefore, the preferable option is to divert to a KLM destination or destination alternate, except Shenzhen.
3.1 Introduction
Passenger Protection Rules on tarmac delays apply to all scheduled air carriers arriving at or departing from a
Chinese airport, including diversions to Chinese alternate airports, excluding Hong Kong and Macau.
These rules include, amongst others, time limits on tarmac delays without opportunity for passengers to
deplane and requirements regarding information to passengers in case of such delays.
Selected definitions:
— Flight delay: Actual on-blocks time is 15 min later than STA (Scheduled time of arrival).
— Departure delay: Actual off-blocks time is 15 min later than STD.
— Tarmac delay: Holding on the ground after landing/before take-off with no pax deplaning opportunity.
— Deplaning opportunity: PA announcement concerning the deplaning opportunity and aircraft door open
with access to the terminal or other form of deplaning, including suitable transport to the terminal (e.g. air
stairs and bus operation).
NOTE: KLM (Back office) has to report all tarmac delays of 3 (three) hours or more to the local authorities.
4. JAPAN
• MET info, including PIREPS (preceding 2 hours), typhoon informatioin, and on request Weather Radar
Echos, see below.
• NOTAMs: Including snow/ice conditions, issued in the preceding 10 hours (5 hours for broadcast) and
becoming effective in the next 10 hours (5 hours for broadcast).
• Other relevant information: E.g. navaid status, runway closures and traffic restrictions.
FSCs are collocated with the parent ACC. Frequencies: See next Chapter.
PIREPs requiring ATC action should be reported directly to the applicable ACC (= standard practice), while
all other reports should be made to the applicable FSC.
— Contents of AEIS Broadcasts
• En Route information (SIGMET, PIREP, change in navaid status, if any), and Airport information.
• ’Airport Info’ comprises for given airports: Runway closures, and runways with braking action less than
POOR, and, depending on the airport, either 'Detailed Information Airport' or 'Brief Information Airport’.
• ’Detailed Information Airport’ contains: Changes in navaid status and other necessary (MET) info.
• ’Brief Information Airport’ provides: Wind, VIS, ceiling and significant phenomena.
In case the maximum 3-min time frame is exceeded, items will be omitted, starting from the end.
— WX Radar Echo Intensity Scale
• VERY WEAK (intensity converted to rainfall in mm/hour: 0 - 1)
• WEAK (1 - 5 mm/hour)
• MODERATE (5 - 20 mm/hour)
• STRONG (20 - 50 mm/hour)
• VERY STRONG (50 mm/hour or more)
Fog or cloud without precipitation not shown. Echo tops are observed every 10 min.
7. TAIWAN
In case of an air raid, ATC will notify all aircraft within the FIR as well as ATC of adjacent FIRs.
Inbound traffic should reverse course and divert to an aerodrome outside Taipei FIR.
In case this is not possible, the aircraft will be directed by MIL ATC to a Taiwanese aerodrome.
Outbound traffic may continue when possible, otherwise shall land as directed by MIL ATC.
Expect that during an air raid all navaids and COM freqs will be closed down, except 121.5.
1. INTRODUCTION
Destn
i ato
i nAlternates6.7
— Aircraft type codes, below the destination name, indicates approval of alternate selection by the CP.
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle.
— Alternate airports published below are adequate for all KLM aircraft types, except as indicated (Remarks).
— Availability of adequate ground handling equipment and maintenance is not assured at all alternate ADs.
Legend
C1 Commercial alternate sequence number (Source: OCC/LM)
R Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI (Source: SPL/OC) or OM C4 (SPL/OL)
F Restricted fuel availability (no other restrictions), see OM C3 AOI (Source: SPL/OC)
B777/787 ºT NM Remarks
Tianjin C1 ZBTJ TSN 149 067 By car PEK staff needs 2 HRS to reach TSN, by train: 30 min.
Zhengding ZBSJ SJW 219 139
Hohhot C2 ZBHH HET 282 223 R
Taiyuan C3 ZBYN TYN 233 232 F
Dalian C4 ZYTL DLC 106 238 R; Limited parking in case of large scale diversions
Seoul RKSI ICN 109 487
Shanghai C5 ZSPD PVG 155 594 F
Hangzhou C6 ZSHC HGH 162 621
NOTE: UFN A330 not authorized, in absence of (en-route) Low Level Contingency guidelines in OM C2
B777/787 ºT NM Remarks
Chongqing C1 ZUCK CKG 110 149
Xi’an C2 ZLXY XIY 046 337 R
Guangzhou ZGGG CAN 131 662 F
Hong Kong VHHH HKG 133 731
Xiamen C4 ZSAM XMN 116 838 R
Hangzhou C3 ZSHC HGH 091 855
B777/787 ºT NM Remarks
Shanghai Hongqiao C2 ZSSS SHA 039 075 R
Shanghai Pudong C1 ZSPD PVG 052 089 F
Nanjing ZSNJ NKG 318 122
Fuzhou ZSFZ FOC 189 262
Xiamen C3 ZSAM XMN 200 363 R
Naha ROAH OKA 123 452 R
Guangzhou ZGGG CAN 223 561 F
Hong Kong VHHH HKG 216 592
Beijing C4 ZBAA PEK 342 621
B777/787 ºT NM Remarks
Macao C1 VMMC MFM 242 020 Limited parking
Shenzhen ZGSZ SZX 344 021 ’Fuel & go’ only; Actual diversion to be avoided
Guangzhou C3 ZGGG CAN 333 073 F
Xiamen C2 ZSAM XMN 060 269 R
Kaohsiung C5 RCKH KHH 087 358 R; Limited parking
Taipei C4 RCTP TPE 068 436
Hangzhou ZSHC HGH 036 592
B777/787 ºT NM Remarks
Angeles City C1 RPLC CRK 327 048 In case of multiple diversions: Limited fuel & hotel cap.
Lapu-Lapu C2 RPVM CEB 145 307
Kaohsiung RCKH KHH 356 487 R; Limited parking
Hong Kong C4 VHHH HKG 319 620
Taipei C3 RCTP TPE 001 636
B777/787 ºT NM Remarks
Osaka Itami RJOO ITM 026 023 R
Chubu (Nagoya) C2 RJGG NGO 072 082
Matsuyama RJOM MYJ 254 131 R
Fukuoka C3 RJFF FUK 258 244 F
Tokyo Narita C1 RJAA NRT 073 266
Seoul RKSI ICN 293 465
Sapporo C4 RJCC CTS 031 586 F
B777/787 ºT NM Remarks
Seoul Gimpo C1 RKSS GMP 072 018 F
Busan C2 RKPK PUS 139 183 R; Landing 18L/R not authorized for KLM
Jeju RKPC CJU 179 238 F; Limited parking, passenger handling and catering
Dalian ZYTL DLC 291 248 R; Limited parking
Fukuoka RJFF FUK 140 305 F
Osaka C4 RJBB KIX 113 465
Beijing C3 ZBAA PEK 289 487
Tokyo Narita RJAA NRT 099 680
B777/787 ºT NM Remarks
Shanghai Hongqiao C1 ZSSS SHA 278 024 R
Hangzhou C2 ZSHC HGH 232 089
Nanjing C4 ZSNJ NKG 284 155
Naha ROAH OKA 134 429 R
Beijing C3 ZBAA PEK 335 594
Guangzhou ZGGG CAN 224 650 F
Hong Kong VHHH HKG 219 679
COMP advice TPE/KK & OCC/LM: When large scale diversion from TPE is anticipated, e.g. due to
typhoons, the flight should divert to HKG if possible.
NOTE: The Chinese (Mainland) overfly permit for AMS - TPE v.v. is restricted to B777/787.
B777/787 ºT NM Remarks
Kaohsiung C1 RCKH KHH 198 158 R; Limited parking
Naha C2 ROAH OKA 079 354 R
Hong Kong C3 VHHH HKG 248 436
Manila C4 RPLL MNL 181 636
B777/787 ºT NM Remarks
Sendai RJSS SDJ 010 145 R
Chubu (Nagoya) C2 RJGG NGO 253 184
Osaka Itami RJOO ITM 256 250 R
Osaka Kansai C1 RJBB KIX 253 266
Sapporo C3 RJCC CTS 008 426 F
Fukuoka C4 RJFF FUK 255 508 F
1. MNPS NAVIGATION
RegionalBackgroundInformation7.1
— MNPS = Minimum Navigation Performance Specifications, based on the use of Long Range Navigation
Systems (LRNS), apply in most of NAT HL oceanic airspace between FL290 - 410 inclusive.
— Minimum navigational requirements for MNPS operations, other than via Special Routes: Two independent
operational LRNS, and ~RNAV 12.6 or better.
Application of OM A (BOM) 8 and relevant OM Part B procedures ensures operations within NAT HL airspace.
OM C2 (Regional ROM) contains an RNAV 10 (RNP 10) & MNPS navigation checklist.
With the autopilot coupled to the LRNS, infringement of MNPS separation standards may originate from:
— Navigation system errors and incorrect FMS nav data base contents;
— Navigation system handling: Initialization, WP insertion, updating, and 'finger trouble' errors.
ICAO reported that LRNS handling errors, of which half were WP insertion errors, are the largest single
cause of observed GNEs in NAT High Level airspace;
— Along track inaccuracies, caused by errors in Mach No. Technique, time keeping and position reporting,
and lack of WP ETO updating;
— ATS system loop errors = any error caused by misunderstanding between crew and ATS regarding the
clearance. This may occur during dispatch, between ATS units, or by pilot's misinterpretation of clearances.
3.1 Introduction
As a result of passenger demand, time zone differences and airport noise restrictions, NAT traffic is
concentrated in two unidirectional flows:
— Daytime westbound flow departing Europe in the morning with peak 1130 - 1900Z at W030;
— Night-time eastbound flow departing North America in the evening with peak 0100 - 0800Z at W030.
A system of oceanic tracks, the Organized Track System (OTS), with an oceanic FL allocation and connecting
domestic routes tries to accommodate these flows on or close to their most economical routes and levels.
The most northerly daytime OTS track is designated Track Alpha, the next Bravo, etc.
The most southerly night-time track is designated Zulu, the next Yankee, etc.
1. SUMMARY
Flightplanning-NAT7.2
3. NAT - GENERAL
If approved, the W shall be removed from ATS FPL Item 10, and FPL Item 18 shall include STS/category
of operation (e.g. ferry)/APVD NONRVSM.
Additionally, provide written justification for the request to the NAT Central Monitoring Agency (CMA) upon
completion of the FPL.
3.6 Transponder
Required.
3.7 TCAS
There are no en-route or airport procedures in the NAT region requiring serviceability of TCAS upon dispatch.
3.8 HF Radios
HF is required for operations to/from this region.
Exceptions:
— If via selected MNPS Special Routes (BSR) in the Reykjavik and Gander FIRs, see above.
(If without HF via RATSU to/from Scottish FIR: Prior ATC coordination required.)
— To/from the Azores, but prior ATC coordination required.
— A random route that crosses below the OTS at the highest available level.
Descent from and climb to an optimum level is to be planned at least 60 NM clear of the OTS.
— For flights opposite to the main flow, the most economic of:
• An opposite level at optimum level, only if available (see NAT Track Message);
• At a level coordinated with ATC;
• A random route below the OTS or at optimum level that circumnavigates the OTS by at least 60 NM.
In-flight experience shows that flights planned to cross below the OTS are frequently allowed to continue at
optimum level through the OTS. However, this does not apply to flights opposite to the main flow.
Although joining an outer track at an intermediate point is officially allowed, this shall not be planned, as ATC
usually denies this in-flight.
When the route stays well clear of the OTS, random planning shall be applied.
4.4 PBCS Mandate (25 - 30 NM) Lateral Separation, requiring RCP 240 and RSP 180 specifications
Planning via PBCS OTS tracks between FL350 - 390 (inclusive) requires operational ADS-C/CPDLC and
RNP 4 capability.
— On the applicable tracks, as per OTS Track Message NOTE 3, the current basic lateral separation of 1
degree of latitude will be reduced to 25 - 30 NM by implementing a track spacing of 1/2 degree of latitude.
— A PBCS track will either be:
• A whole degree PBCS track; or
• A half degree PBCS track as e.g. 5530/20 (= N55 30.0 W020).
NOTE:
1. Application of PBCS does not provide an extra track, but it narrows the overall width of the NAT OTS.
2. See Chapter Flightplanning - Canada for additional restrictions in Gander Domestic and Oceanic FIRs.
6.1 Introduction
— Assessed area: As per Chapter 7.0 - Coverage, except operations via Anchorage FIRs.
Assessed aircraft types: All, except B737.
— ETOPS: In principle apply contingency fuel planning as per OM A (BOM) 8.5.
Exception for B777 & A330, if Eastbound via Greenland - Decompression Scenario, see hereafter.
— Ref. OM A (BOM) 8.1 and 8.5, the following Class G airports (applicable outside TWR ops. hours for
Bermuda and Yellowknife) are authorized as plannable (ETOPS) ERAs, outside RFF operational hours:
• Bermuda (TXKF). See also Chapter En Route - NAT, 7.9 - 6.10.
• Iqaluit (CYFB).
• Yellowknife (CYZF).
NOTE: For the above three Canadian ADs, see also Chapter En Route - Canada, 7.10 - 1.3.
— Kangerlussuaq (BGSF)
The published lead-time for opening the airport outside regular opening hours applies only when the
(possible) use of the airport has been notified before flight. KLM will be charged for such notification:
• 1 OCT - 30 APR: First 3 hours: 2070 Euro, additional hours: 690, except 00 - 08 UTC: Add 10%.
• 1 MAY - 30 SEP: First 3 hours: 1735 Euro, additional hours: 580, except 00 - 08 UTC: Add 10%.
If less than 24 hours PN, the charge will be increased by 25% (continued next page).
In addition to OM C3 (AOI), i.e. PPR MNM 9HR, notification up to 5 hours before commencement of flight
or 5 hours before closure of the airport can be accepted.
For flights planning on using BGSF outside normal airport operating hours, request must be sent via e-mail
to [email protected] or requested by phone on +299 52 42 27.
Also submit FPL via AFTN. Ensure confirmation prior to departure.
7.1 Introduction
See Introduction under the previous paragraph, except that there are no cabin oxygen limitations for B787.
7.3 Decompression Scenario B777 & A330 - Eastbound via Overhead Greenland
No routine Decompression fuel check will be made by Dispatch when, covering the area west of Greenland,
Kangerlussuaq (BGSF) or Iqaluit (CYFB) is adequate, and, for the area east of Greenland, Keflavik (BIKF) is
adequate.
If not, Dispatch will perform the following check for the area(s) not covered by the applicable ERA:
1. Select an adequate ERA on the applicable side of Greenland, closest to Greenland and the route.
2. Calculate the fuel required for diversion to the selected ERA at FL100 via great circle with LRC speed
(B777), or M.82/310 kt (A330), depending on the crossing of Greenland:
• If the route crosses W040 North of N69 (inclusive): From the intersection with W040.
• If the route crosses W045 between N69 - N61 (inclusive): From the intersection with W045.
In case the route does not intersect W045 at a whole degree of latitude, use the next higher one.
• In case neither of the above applies, use the intersection with W040.
3. Then, in order to account for the OM C2 (Regional ROM) procedure to avoid high MGAs over Greenland,
increase the fuel quantity found as follows:
• Keflavik not adequate -> Eastward diversion from W040: +5%; from W045 intersection: +10%.
• Kangerlussuaq or Iqaluit not adequate -> Westward diversion from W040: +12%; from W045
intersection: +10%.
Fuel remaining at W045, as applicable, to be calculated via interpolation between the 2 longitudes closest
to W045.
In case all 3 ERAs mentioned above are not adequate, use the higher of the two calculations.
4. Ref. OM A (BOM) 8.1, add fuel for 15 min holding at 1500 ft over the ERA.
5. If the calculated fuel quantity exceeds planned fuel remaining at the applicable intersection (W045 or
W040), uplift the difference as Additional (OPN) fuel.
8. CATEGORY B AERODROMES
Legend for Considerations (see Table)
— Terrain = Critically high terrain (selected ADs only).
— SIMOPS = Simultaneous runway operations, incl. ILS PRM (Precision Runway Monitoring).
— FISE, AAS & VCS = FIS En-route, Aerodrome Advisory Service & Vehicle Control Service (Canada).
— MF procedure = Mandatory Frequency broadcast procedure (Canada).
— GPWS warning = Chance of GPWS warning on final approach.
— Runway profile = Published runway gradient profile.
— GA >2.5% = MISAP climb gradient higher than 2.5%.
— Circling >1000 ft = Circling minima higher than 1000 ft HAA. (Circling >1000 ft based on TERPS not given.)
— N-1 TKOF = Non-standard N-1 Take-off procedure (selected ADs only).
— SID >3.3% = SID climb gradient higher than 3.3%.
9.1 Introduction
The chart below shows selected aerodromes with 400 NM radius circles = B777, B787 & A330 60-min N-1 ’still
air’ distance, and MNPS Special, Blue Spruce Routes (RFC term, unknown to ATC: BSR).
Non-ETOPS between Canada and Europe via NAT HL airspace is only possible via the northernmost BSR.
NOTE: For B737 Delivery flights, OM C3 (Aerodromes) charts for additional, potentially B737-adequate
aerodromes have to be made available.
9.2 Procedures
— The following ERAs must be used: Iqaluit, Kangerlussuaq, Keflavik, and Glasgow or Shannon.
(Bergen and Stavanger do not provide 60-min coverage.)
— Iqaluit: A copy of the ATS FPL is to be sent to AFTN address CYFBYFYX.
— HF is required in Shanwick OCA, except if via RATSU, but observe Chapter MNPS Special Routes.
1. CROSS-REFERENCE
Flightplanning-Canada7.3
3. NAR REQUIREMENTS
— In principle, planning should be as per NAR or NRP system, whichever is optimum. This includes the option
to file random to the INF, then via either NRP or NAR Non-Common portion to the destination.
However, planning via NAR (see RFC for Common Portions) is compulsory, as per OTS message, for
• Westbound OTS flights into Canadian airspace.
• Westbound Non-OTS flights exiting the ocean via one of the following OEPs, unless re-entering New
York Oceanic via M201, M202 or M203: RAFIN, BOBTU JAROM or JEBBY CARAC.
• Eastbound OTS flights operating wholly on or south of a line between BAREE (N48 08.8 W069 18.0,
Montreal FIR) and OEP TUDEP (N51 W053 14.0).
7. TRANSPONDER
Required. If u/s, arrangement with ATC possible.
1. CROSS-REFERENCE
Flightplanning-USA7.4
— Chapter FLAS & NAR W-bound Non Common Portions for KLM destinations Atlanta ATL, Chicago ORD,
Houston IAH, Miami MIA, Minneapolis MSP, New York JFK and Washington IAD.
— Chapter En Route - USA:
• Vertical Division Upper & Lower airspace.
• Field Condition (FICON) NOTAMs.
• MIL Runway Condition NOTAMs.
• Civil Airport RFF Categories.
• Tarmac Delay.
• ESCAT MIL Security Plan.
— Chapter MET Information: Non-standard (METAR &) TAF codes and Decoding Word Contractions.
2. TRANSPONDER
Required. If u/s, arrangement possible with ATC.
4. US WARNING AREAS
A Warning Area is Special Use Airspace (SUA) of defined dimensions, extending from 3 NM outward from the
coast of the US, that contains activity that may be hazardous to non-participating aircraft.
The purpose of such areas is to warn non-participating operators of the potential danger.
A Warning Area may be located over domestic or international waters or both.
7.1 Introduction
— In addition to OM A (BOM) 8.5 and with reference to the chart of OM C2 (Regional ROM) 1.7, the following
applies to satisfy the A330 Decompression scenario over the Rocky Mountains.
— The MGA intervals on the OM C2 chart were selected from RFC MGAs based on the max. value in the area
(17000), the 14 000 ft limit of OM B (FCOM EMER DESCENT) and the 10 000 ft limit of OM A (BOM) 8.8.
— The calculations resulting in a theoretical 310 NM range from a potentially adequate ERA are based on:
• Temperature ISA -10 (for MFA correction).
• Standard passenger oxygen configuration.
• Rapid/Emergency Descent procedure as per OM B.
• No wind.
• Clean configuration and VMO/MMO -5 kt at level-off and intermediate altitudes above 10 000 ft.
TAS 360 kt during diversion.
A330-200 & -300 are equipped with the same cabin oxygen supply system and the basic assumptions used
in calculations are equal. Therefore decompression procedures apply for both sub-types
8. CHICAGO ORD
If via Toronto FIR, see also Mandatory arrival & departure routes in Chapter Flightplanning Canada.
1. TRANSPONDER
Flightplanning-Mexico7.5
5. VOLCANO POPOCATEPETL
Mexico ATC has good contacts with the various (inter)national volcanic hazard information sources.
Because of this, contrary to OM A (BOM) 8, dispatch to/from Mexico airport with Alert status 1 or 2 is
allowed H24 in IMC under the following conditions:
NOTE: The status of the volcanoes mentioned in OM C1 7.5-4.1 will never be less than status 3 except when
there is no activity reported for at least 3 months.
— Stretch AMS-MEX
• EGPWS must be serviceable upon Dispatch.
• Dispatch shall provide volcano status on the OFP header (also if Alert Status 3 is applicable) and will
include all relevant Volcanic (Ash) information in the briefing package.
• Mandatory contact between crew and ATM-Dispatch before departure, for latest status update.
• Plan 15 minutes Additional (OPN) fuel when alert status is 1,2 or 3.
• SATCOM must be serviceable upon dispatch.
• Contact moments:
— At ETA-90: dispatch shall consult the relevant sources to obtain the latest info regarding volcanic
activity.
NOTE: Dispatch must refer to PMD (Process Monitor Dispatch) for checklist volcano status information.
— At ETA-75: crew shall contact dispatch for latest status info.
— At ETA-60: dispatch shall ctc crew if no ctct has been established.
— At ETA-20: crew shall ctct ATC for latest etc (if relevant).
— Stretch MEX-AMS
— Dispatch shall provide volcano status on the OFP header (also if Alert Status 3 is applicable) and will
include all relevant Volcanic Ash information in the briefing package.
• Mandatory contact between crew and ATM-Dispatch before departure, for latest status update.
• A TKOF alternate must be available, clear of any (potential volcanic activity.
6. CROSS-REFERENCE
Chapter FLAS & NAR W-bound Common Portions for KLM destination Mexico.
FL430 May be planned for both eastbound and westbound non-RVSM certified aircraft.
FL410 Eastbound FL.
FL320, 340, 360, 380, 400 Westbound FL (except within Eastbound OTS).
FL310, 330, 350, 370, 390 Eastbound FL (except within Westbound OTS).
FL300 and below Even FLs westbound. Odd FLs eastbound.
During the Eastbound OTS, eastbound non-OTS traffic may plan at FL360 or 380.
During the Westbound OTS, westbound non-OTS traffic may plan at FL310 or 330.
Unless suitable eastbound Tracks exist, during the eastbound OTS times, eastbound traffic originating in New
York OCA and planned to enter Shanwick OCA is recommended to plan as follows:
— FL310 or FL360, and routing to landfall BEDRA or south,
— FL340 or FL380, and routing to landfall either: BEDRA or south, or to remain south of the OTS, whichever
is further south.
During the westbound OTS, random westbound traffic, planned to enter Shanwick via Scottish airspace and
routing at or north of AVUTI should not plan at FL340: This level is reserved for flights between Reykjavik OCA
and Gander OCA.
1. INTRODUCTION
MNPSSpecialRoutes7.7
MNPS approved operators may plan aircraft with one (instead of 2) operational Long Range Navigation System
(LRNS), and normal short-range nav. systems, along MNPS Special Routes.
Exception: Operation via G3 & G11 in Reykjavik FIR/CTA, see below.
3. G3 & G11
G3 (VALDI - Keflavik 'KFV') and G11 (PEMOS - Myggenes NDB 'MY', then G3) are available to MNPS
approved operators with normal short range navigation equipment only, i.e. without LRNS.
4. TANGO ROUTES
4.1 Introduction
T routes run north - south v.v. via Shanwick OCA, west of French or French & Spanish domestic airspace.
Southbound traffic will operate at E-bound levels and northbound traffic will operate at W-bound levels.
All levels within NAT HL airspace are available, but optimum levels may be allocated to NAT traffic.
ADS-C/CPDLC is required when T routes infringe the OTS between FL350 - 390 (inclusive), see Chapter 7.2.
Access to these routes in Shanwick OCA requires slot approval.
B777, B787 & A330: T routes remain within 60-min N-1 distance (400 NM) from potentially adequate ERAs.
NOTE: For practical purposes, UFN only Eastbound planning requirements are published below, to cater for
an (unexpected) return from Japan via Alaska. Anchorage Arctic FIR is not covered.
In-flight procedures under En Route via Anchorage FIRs.
— Introduction
• NOrth PACific routes (FL180 and above) connect Japan with Alaska, of which the northern R220 &
R580 are one-way Westbound, and the southern A590, R591 & G344 are one-way Eastbound.
However, the R591 & G344 may also be used for Westbound traffic crossing the Fukuoka FIR
boundary (AKISU or CUTEE) between 0000 - 0600Z.
• Validity time frame and peak period: 0700 - 2100Z.
• In Fukuoka FIR, Oceanic Transition Routes (OTRs) and a Victor route connect to the NOPAC routes.
In Anchorage FIR the following routes are used for this purpose: G583, B757, R341, G469, A342,
G215, R330, R336, R338, and (W-bound only) G349.
— Eastbound Planning from Japan
• RVSM and RNP 10 approval is required between FL290 - 410.
• Odd FL to be planned on A590, R591 & G344. On A590 also FL300, 320 & 340 available.
When R591 or G344 is part of the Eastbound PACOTS Track Message, also FL300, 320 & 340.
PACOTS = PACific Organized Track System, Japan - North America v.v., via Oakland Oceanic FIR.
See also ’PACOTS restrictions’, below.
• Observe Anchorage ARTCC ’preferential route’ NOTAMs: Flights filed contrary to these NOTAMs may
expect reroutes, delays and/or severe altitude restrictions.
• File point of entry - NOPAC route designator - exit point.
• Transition from one to another NOPAC route is only possible abeam or east of St. Paul Island ’SPY’.
• Provide crews with complete information for adjacent routes, compatible with the direction of flight, i.e.
route data, REPs, fuel burn, upper winds, time en route, etc.
• The ATC FPL is also to be addressed to PAZAZQZX, PAZNZQZX and relevant oceanic radio stations.
— PACOTS restrictions for Eastbound NOPAC routes
NOTE: Time periods given below refer to the Fukuoka - Anchorage FIR boundary crossing.
• When G344 is part of the Westbound PACOTS but R591 is not, R591 will be available eastbound, and
G344 will only be available eastbound between 0900 - 2100Z.
• When R591 is part of the Westbound PACOTS but G344 is not, R591 will only be available eastbound
between 0900 - 2100Z, and G344 will not be available eastbound at or above FL310 2200 - 0600Z.
• When R591 and G344 are part of the Westbound PACOTS, these routes are only available eastbound
between 0900 - 2100Z.
• When a NOPAC flight operates during the Eastbound PACOTS period it must remain on or north of the
northern-most PACOTS Track.
— Temporarily Non-RNP 10 or Non-RVSM
• In case an aircraft is temporarily non-RNP 10 approved/capable for technical reasons, special ATC
permission may be obtained to enable operation to a repair facility via NOPAC airspace. Such a request
shall be made to the Fukuoka ATM Centre not later than 4 hours before flight: Tel. 0092-608-8872, fax
0092-608-8879.
If approved, FPL item 18 shall include ’STS/category of operation (e.g. ferry)/APVD NON-RNP10.
• In case an aircraft is temporarily non-RVSM approved/capable for technical reasons and the flight
cannot be planned outside the NOPAC RVSM level band, special ATC permission may be obtained to
enable operation to a repair facility via RVSM airspace. Such a request shall be made to the Fukuoka
ATM Centre (see above) not later than 4 hours before flight.
If approved, FPL item 18 shall include ’STS/category of operation (e.g. ferry)/APVD NON-RVSM.
For Eastbound flights, in case Fukuoka ATMC approved such operation, the Anchorage ARTCC Traffic
Management Unit has to be informed by ATM-Dispatch: Tel. 001-907-269-1108, fax 001-907-269-1343.
(Filing the FPL is not appropriate notification for the Anchorage TMU.)
2. VOLCANIC HAZARD
— Introduction
More than 50 historically active volcanoes (i.e. those that have erupted since the mid-1700's) are located
along an arc from the Wrangell Mountains east of Anchorage to Kiska Island in the Western Aleutians.
An average of 2 explosive, ash-producing eruptions per year occur in Alaska.
Eruptions in Russian Kamchatka (29 active volcanoes) and on the Kuril Islands (36 volcanoes) are also a
potential threat to air traffic over the Pacific Ocean and Alaska.
— Volcanic Activity Information
• Alaska Volcano Observatory
AVO continuously monitors activity at 27 volcanoes, and they distribute info of volcanic eruptions/
unrest to the FAA and the National Weather Service (NWS).
Internet: http://www.avo.alaska.edu
• National Weather Service Alaska
The NWS Alaska Aviation Weather Unit (AAWU) is the Volcanic Ash Advisory Center (VAAC) for the
3 Anchorage FIRs/ARTCCs. They issue Volcanic Ash Advisory Statements (VAAS) and SIGMETs,
depending on the severity of the volcanic hazard.
The Anchorage ARTCC Center Weather Service Unit issues Center Weather Advisories (CWA) and
volcanic Meteorological Impact Statements (MIS) containing info about eruptions and location of ash.
Internet: http://www.ssd.noaa.gov/VAAC/OTH/AK/messages.html
• National Oceanic Atmospheric Administration
NOAA releases forecasts of potential ash cloud motion (VAFTAD) in graphical format to airlines.
• Anchorage ARTCC
ATC disseminates volcanic information provided by AVO, NWS and pilot reports.
When necessary, they issue Volcano Advisory NOTAMs as well as Temporary Flight Restrictions,
TFRs.
1. COMMUNICATIONS - GENERAL
EnRoute-NAT7.9
6. NAVIGATION - GENERAL
E.g. inserting 50 30.0N/020 00.0W results in N50W020. I.e. without minutes of LAT/LONG.
Furthermore, 50 00.0N/020 00.0W (normally used), 50 30.0N/020 30.0W and 50 00.0N/020 30.0W will also
result in N50W020.
Another complicating factor is the ARINC 424 short code format for unnamed oceanic WPs: N50 00.0 W050
00.0 is loaded as 5050N, while N50 30.0 W050.00 is loaded as N5050.
As this is considered error-prone for in-flight use, both by the applicable ATSUs and operators including KLM,
1/2 degree WP identifiers will not be available in ARINC 424 format in the FMS nav data base.
NOTE: OM C2 (Regional ROM) 1.5 provides crew and ATC procedures aimed at preventing GNEs resulting
from incorrect oceanic WPs.
8. ARCTIC AREA
8.1 Communications
— Polar Geophysical Phenomena
Solar flares may cause degraded HF propagation, as well as SATCOM and/or ADS-C/CPDLC interference
Reports indicate that at higher latitudes generally a lower HF frequency must be chosen than would be
appropriate at lower latitudes. A lower daytime frequency is more appropriate in winter than in summer.
OM C2 (Regional ROM) gives supplemental channels for communications relay to ATC.
SATCOM unreliability may occur in the SATCOM Shadow, extending from the North Pole to N70 and most
pronounced at W120. The extent depends on atmospheric conditions, a/c antenna position and heading.
When SATCOM is lost, assume that ADS-C/CPDLC has also been lost and provide voice position reports.
Re-log on to CZEG when outside the Shadow.
— Arctic RDO
This Canadian North Bay FIC (Ontario) offers FIS En route (FISE) services similar to those stated in
Chapter En Route - Canada, but on request also radar position information: LAT/LONG, bearing and
distance, altitude and ground speed.
8.2 Navigation
— Compass Erratic Area
Near the border of the erratic area the magnetic compass may still be used if accelerating forces are small.
— Magnetic storms
Above N60, magnetic storms may cause other magnetic compass deviations.
The effects of the magnetic storms may have a duration from several minutes to several hours and may
cause compass deviations up to 10º. Magnetic storms may also cause interference with GPS/SATCOM.
— Non-magnetic heading reference
Above certain geographical latitudes the IRU variation data base may contain no data, see OM Part B.
CPs may therefore declare airports at high latitudes 'not adequate'.
— True North reference of VORs: Some VORs in the area are True North orientated, see RFC.
— Defence Radar Assistance
• Arctic airspace is covered by US and Canadian long range, over-the-horizon MIL radars.
A (secondary) task of these radar stations is to assist civil aircraft to avoid areas of potentially
hazardous conditions, such as significant weather, restricted and warning areas, etc.
• Use 121.5 and, Canada 126.700 and USAF 126.200, and the general CS 'Radar Assistance'. Radar
stations will reply using their dedicated CS.
• Navigational assistance consists of track and groundspeed checks, and bearing (ºTrue) and distance
from the station. This service does not comprise routine navigational assistance, relays of position
reports, or general air traffic (incl. altitude) information.
1. COMMUNICATIONS - EN ROUTE
EnRoute-Canada7.10
2. NAVIGATION - EN ROUTE
Mode C transponder required in Class A, B and C airspace, and in Class D and E 'Transponder airspace'.
Class D airspace becomes Class E when the appropriate ATC unit is not in operation.
Class F (Special use) airspace is restricted or advisory airspace.
2.6 Non-standard FL
On request, ATC may accommodate aircraft on 'opposite direction' FLs.
Give reason (fuel consideration, icing, turbulence, etc.) and when or where an appropriate FL is acceptable.
Requests must not be made solely for fuel efficiency reasons, except when an otherwise unnecessary refueling
stop is a factor.
While operating on an opposite level, ATC will not give instructions to omit position reports.
Furthermore, expect radar vectors or parallel offset tracks (at least 5 NM from route centre line).
When cleared for an RNAV STAR, fly the route to the entry point associated with the STAR. Then, if no further
clearance is received, fly the STAR associated with the runway in use, maintaining the last assigned altitude.
Instrument approaches from RNAV STARs are to be flown straight-in: Procedure turns are not authorized.
An RNAV STAR is cancelled by radar vectors or when cleared to a point not being part of the STAR.
CYFB RSC 17/35 10 PCT SN DRIFTS 2 INS, 90 PCT BARE AND DRY 1301191050
CYFB CRFI 17/35 -10C .30 1301191055
Decoding: Station, Title, Runway, Runway condition and UTC (year-month-day-hour-min format)
Station, Title, Runway, Temperature, Runway Average CRFI and UTC when readings were
taken (year-month-day-hour-min format)
5. DIVERSION
— Intermediate Fuel Stop
When using an (en-route) alternate for a fuel stop, ref. OM A (BOM) 2.4-2, ATM-Dispatch shall contact
OCC/LM, who will arrange authorization from World Fuel Services (WFS) for fuel uplift on their account.
Inbound SLC, LAX and SFO: In case a fuel stop has to be made, preference is given to Calgary, Edmonton
or Winnipeg, whichever is nearest to the route.
— ’Fuel & Go’ (or not)
On many diversionary airports entry clearance formalities can be postponed on a 'fuel & go' basis.
However, a clearance to proceed from the airport of intermediate landing would still be required. As entry
formalities are not being performed, passengers and crew are generally not permitted to disembark.
When 'fuel & go' is not possible, all formalities must be met at the airport of first landing: This may take
approx. 3 hours. Subsequent departure may then become doubtful because of the legal WRR.
— Notification to Authorities
Some diversionary airports are primarily engaged in domestic operations, consequently clearance service
hours may be limited. Normally, COMP staff at the destination will notify authorities at the alternate.
However, in case COMP staff (and ATM-Dispatch) is not aware of a diversion, the authorities can be
notified by the crew through ATC, phraseology: 'Advise Customs'.
— Excerpt from Clearance Formalities
Documents required by Customs, Immigration, Public Health, Agriculture Plant and Quarantine for entry
and departure: General Declaration (4x) and Cargo Manifest (3x).
All persons should be presented for inspection.
— From Canadian Destination into USA
This has serious consequences with regard to entry clearance requirements and subsequent release of
passengers to their final destination by other carriers or surface transport. See En Route - USA.
NOTE: ’Tarmac Delay’ procedures apply for all Canadian airports, see next paragraph.
6. TARMAC DELAY
6.1 Introduction
Government of Canada Air Passenger Protection regulations on tarmac delays apply for all scheduled air
carriers arriving at or departing from a Canadian airport, including diversions to Canadian alternate airports.
These rules include, amongst others, time limits on tarmac delays without opportunity for passengers to
deplane and requirements regarding information to passengers in case of such delays.
Selected definitions:
— Tarmac delay: Holding on the ground after landing/before take-off with no pax deplaning opportunity.
— Deplaning opportunity: PA announcement concerning the deplaning opportunity and aircraft door open
with access to the terminal or other form of deplaning, including suitable transport to the terminal (e.g. air
stairs and bus operation).
NOTE: KLM (Back office) has to report all tarmac delays of 3 hours or more to the Government of Canada.
NOTE: Exceeding the 3 and 2 hour legal period will trigger an investigation by Government of Canada.
— Operable lavatories, as well as adequate medical attention if needed, shall be available while the aircraft
remains on the tarmac.
— Communication with ATC: ATC will only accept requests for return to the gate/deplaning area from the PiC.
Exception: The operator is unable to contact the PiC via voice or ACARS.
— Every 30 min after the beginning of the tarmac delay, before passenger information is given (see below),
a conference call shall be made between crew, station manager, Dispatch, OMF and OCC/LM, via
Dispatch, for review of the delay plan.
— Passenger information:
• Following each 30-min contact with Dispatch, provide tarmac delay status notifications via PA
every 30 min, including the reasons for the delay, if known.
• Additionally, for departures, when at the gate or another disembarkation area with doors open:
Beginning 30 min after scheduled departure time (including any revised departure time that passengers
were notified about before boarding), notify passengers every 30 min that they can deplane if the
opportunity to deplane actually exists.
— Combined Checklist/Log: eForms contains the KLM Tarmac Delay Checklist/Logging form. When a tarmac
delay exceeds 2 (two) hours, because of possible legal action, the applicable Log must be completed and
submitted by the PiC.
NOTE: Failure to comply with these rules may lead to heavy fines for the operator.
7. ESCAT
The Emergency Security Control of Air Traffic (ESCAT) Plan provides control of civil and MIL air traffic when
an (air) defence emergency is declared for Canadian territorial airspace, sectorized as per chart below.
When ESCAT is implemented, the military will provide instructions through civil ATS channels with respect to
diversion, landing, and grounding of civil aircraft. Applicable phraseology is considered self explanatory.
In designated areas, an Emergency Air Traffic Priority List (EATPL) and/or Security Control Authorization
(SCA) will then restrict all aircraft movements. Civil flights have the lowest priority on the EATPL: 8.
The official title of Air Regulations for the USA and areas under its jurisdiction is: Title 14 of the U.S. Code of
Federal Regulations Parts 1 - 199. In NOTAMs this may be abbreviated to, e.g. 14 CFR 91.139, or FAR 91.139.
This means: FAR Part 91, paragraph 139.
The following provides a selection of FAR titles, applicable for KLM operations in the USA, in order to allow
decoding in case NOTAMs only provide the FAR number and paragraph:
1 - Definitions and abbreviations.
11 - General rule making procedures.
13 - Investigative and enforcement procedures.
39 - Airworthiness directives.
71 - Designation of Class A, B, C, D and E airspace areas, airways, routes and REPs.
73 - Special use airspace.
91 - General operating and flight rules.
NOTE: Most of Part 91 applies for all aircraft operating in the USA.
93 - Special air traffic rules and airport traffic patterns.
95 - IFR altitudes.
97 - Standard instrument approach procedures.
99 - Security control of air traffic.
107 - Airport security.
108 - Airplane operator security.
109 - Indirect air carrier security.
129 - Operations: Foreign air carriers and foreign operations of U.S. registered aircraft engaged in common
carriage
The following FARs do not apply for KLM, but may be referenced in NOTAMs without title:
119 - Certification: Air carriers and commercial operations.
121 - Operating requirements: Domestic, flag, and supplemental operations.
133 - Rotorcraft external load operations.
135 - Operating requirements: Commuter and on-demand operations.
137 - Agricultural aircraft operations.
2. OPERATIONS SPECIFICATIONS
To be issued.
3. COMMUNICATIONS - GENERAL
3.2 Numbers in RT
— Call-sign for (commuter) air carriers: Numbers in group form. Example: KLM 6 forty-two Heavy.
— Airway or Jet route numbers: Group form. Examples: Victor Twelve, Juliet 5 thirty-three.
— Other numbers below 9900: Hundreds and thousands in round numbers. Example: 4 thousand 5 hundred.
Other numbers above 9900: Separate digits for thousands. Example: One two thousand.
4. NAVIGATION - GENERAL
5.2 Holding
— When cleared to a fix other than the destination and delay is expected, ATC will issue complete instructions
(unless the pattern is charted), an Expect Further Clearance (EFC) time and best estimate of a delay.
— If the holding pattern is (FAA-)charted, the controller may issue abbreviated holding instructions.
When issued abbreviated holding instructions, the pilot is expected to hold as published.
Abbreviated instructions should contain the following information:
• Charted holding direction.
• Holding fix (may be omitted if included at the beginning of the transmission as the clearance limit).
• Statement ’as published’.
• EFC time and any additional pertinent delay information.
E.g.: ’KLM..., hold south of Meinz as published. Expect further clearance at 0205.’
— If the holding pattern is not charted, the holding clearance should contain the following information:
• Direction of holding from the fix in terms of the eight cardinal compass points.
• Holding fix (may be omitted if included at the beginning of the transmission as the clearance limit).
• Radial, course, bearing, airway or route on which to hold.
• Leg length in miles if DME or RNAV is to be used. The leg length will be specified in minutes on request
or if the controller considers this necessary.
• Direction of turn if left turns are to be made.
• EFC time and any additional pertinent delay information.
E.g.: ’KLM..., hold south of the Farmington VOR on the 178 radial. Expect further clearance at 0205.’
— When 3 minutes or less from a clearance limit and a clearance beyond that fix has not been received, ATC
expects that the aircraft will cross the fix at or below the maximum holding airspeed.
— When approaching a clearance limit and holding instructions have not been issued, ask ATC for holding
instructions before reaching the fix.
If unable, and a holding pattern is charted, hold in the charted holding pattern. If no holding pattern is
charted, hold in a standard pattern (right turns) on the course on which the aircraft approached the fix and
request further clearance as soon as possible.
6. TMA - NAVIGATION
NOTE:
1. There is no differentiation between airspace designators and airspace classification.
2. MIL airspace is classified as e.g. Class B equivalent.
3. The term Surface area is used, instead of CTR.
— Take-off, Time-based:
—
During turn in, either a minimum of 1000 ft vertical separation or a minimum 3 NM radar separation is provided
until the aircraft are established inbound on their respective final approach courses.
NOTE:
1. Only Simultaneous dependent operations will be broadcast as such via ATIS.
2. RNAV (GPS) APCHs are an approved alternative for a full ILS approach, see NOTE previous page.
Requirements:
— Runway centre line separation between 3000 - 750 ft.
— A 2000 ft wide No Transgression Zone (NTZ) between the final approach courses, ending before the
runway thresholds at the LDA MAPt.
— As applicable, ILS and LDA + GS fully operational on applicable runways.
VNAV must be used when substituting an RNAV (GPS) PRM APCH for the ILS PRM.
— Radar available for vectoring and final approach radar monitors for each runway.
— Two operational VHF sets on board. Communication requirements in OM C3 AOI. (TCAS is not required.)
— Special crew training. KLM is only authorized to conduct SOIA straight-in approaches, but not the SOIA
LDA, as LDA approaches are not authorized for foreign operators.
Aircraft conducting the SOIA straight-in approach are positioned slightly ahead of the aircraft conducting the
LDA PRM approach, until that aircraft reaches the LDA MAPt.
The LDA aircraft has nominally 30 sec before reaching the LDA MAPt to acquire visual contact with the aircraft
conducting the straight-in approach.
NOTE: RNAV (GPS) PRM APCHs are an approved alternative for a full ILS approach, see NOTE page 7.
Aeroplane cleared to
land using all the
runway length
-9
27
-9
Aeroplane cleared
"Land and hold short"
RM_73/08-03
Taxying
aeroplane
B 6R-24L
B
B
Aeroplane cleared
"Land and hold short"
RM_74/08-03
Aeroplane
taking off
20
Aeroplane cleared
"Land and hold short"
— Foreign operators are not FAA-approved for any form of LAHSO. Consequently, upon initial contact with
APP decline any LAHSO clearance with the phrase: ’We are not approved for Land And Hold Short
Operations.’
— LAHSO are notified on ATIS, e.g.: Expect landing on RW12 to hold short of RW03.
— If LAHSO are in effect, expect to have the LAHSO white lights illuminated, even if cleared to use the entire
runway length. Disregard LAHSO holding signs, markings and/or stop bars.
— Although not officially defined by FAA, participation in LAHSO can take two forms: Active or passive.
• Passive: The entire runway is available to the aeroplane, with LAHSO being carried out on the
intersecting runway.
• Active: Only the runway portion up to the Hold Short point is available for landing.
— Flight to and landing must be accomplished in 'Basic VFR' conditions, see paragraph 6.
— The visual approach has the following characteristics:
• Reported weather at the airport must have a ceiling at or above 1000 ft and a VIS of 3 SM or greater.
• The approach must be authorized and controlled by the appropriate ATC facility.
• The pilot must have either the airport or the preceding identified aircraft in sight.
• Radar service is automatically terminated, without advising the pilot, when the aircraft is instructed to
change to the advisory frequency.
• A visual approach is not an instrument approach procedure and therefore has no MISAP segment.
If a go-around is necessary for any reason, (at controlled airports) TWR will issue an appropriate
clearance or instruction.
• It is the pilot’s responsibility to advise ATC as soon as possible if a visual approach is not desired.
— If the pilot has the airport in sight but cannot see the aircraft to be followed, ATC may clear the aircraft for
a visual approach. However, ATC retains both separation and wake vortex separation responsibility.
— When visually following a preceding aircraft, acceptance of a visual approach clearance constitutes
acceptance of pilot’s responsibility for maintaining a safe approach interval and adequate wake turbulence
separation.
— A ’Contact Approach’ is not authorized for foreign operators (no further information is given here).
8. GROUND OPERATIONS
Holding position sign for a runway approach and/or (in this example, the runway 33)
departure area.
Holding position sign for ILS critical area. Similar to ICAO Category I, II and III
holding position sign.
Hold when approaches are being made with VIS < 2 SM or ceiling < 800 ft.
Runway holding position sign.
Runway boundary sign. Supplements similar pavement marking. Faces the runway
and indicates ’clear of runway’.
ILS critical area boundary sign, indicating ’clear of ILS critical area’.
Similar to the ICAO runway vacated sign.
Runway location sign. Installed where the proximity of two or more runways could
cause confusion. (Identical Taxiway location signs give taxiway identification.)
Geographic position marking. Positioned to the left of the taxiway centre line to
identify the location of an aircraft during Low VIS operations.
On dark pavements the white and black ring are reversed.
This marking may be supported by a clearance bar consisting of 3 in-pavement
steady-burning yellow lights.
8.3 Taxiing
— ATC clearances or instructions pertaining to taxiing are predicated on known traffic and known physical
airport conditions. Therefore, it is important that pilots clearly understand the clearance or instruction.
— Good operating practice dictates that pilots acknowledge all runway crossing, hold short, or take-off
clearances unless there is some misunderstanding, at which time the pilot should query the controller until
the clearance is understood. ATC is required to obtain a read back of all runway hold short instructions.
— If the pilot is unfamiliar with the airport or for any reason confusion exists as to the correct taxi routing, a
request may be made for progressive taxi instructions which include step-by-step routing directions.
— When ATC clears an aircraft to taxi to an assigned take-off runway, the absence of holding instructions
authorizes the aircraft to cross all taxiways which the taxi route intersect.
It does not include authorization to cross any runway, including inactive or closed ones, at any point.
— Discrete Frequency
During on-ground emergencies, ATC may assign a discrete frequency for communications between the
ARFF Incident Commander (IC) and the flight crew. ARFF IC call-sign: (Airport name) COMMAND.
9. DIVERSION
NOTE: ’Tarmac Delay’ procedures apply for all US airports, see next paragraph.
— Intermediate Fuel Stop
When using an (en-route) alternate for a fuel stop, ref. OM A (BOM) 2.4-2, Dispatch shall contact OCC/LM,
who will arrange authorization from World Fuel Services (WFS) for fuel uplift on their account.
Inbound SLC, LAX and SFO: See also Chapter 7.10 Canada (Diversion).
— ’Fuel & Go’ (or not)
On many diversionary airports entry clearance formalities can be postponed on a 'fuel & go' basis.
However, a clearance to proceed from the airport of intermediate landing would still be required. As entry
formalities are not being performed, passengers and crew are generally not permitted to disembark.
When 'fuel & go' is not possible, all formalities must be met at the airport of first landing: This may take
approx. 3 hours. Subsequent departure may then become doubtful because of the legal WRR.
— Notification to Authorities
Many diversionary airports are primarily engaged in domestic operations, consequently custom service
hours may be limited. Normally, COMP staff at the destination will notify customs at the alternate.
However, in case COMP staff (and Dispatch) is not aware of a diversion, the authorities can be notified by
the crew through ATC, phraseology: 'Advise Customs'.
— Excerpt from Clearance Formalities
Documents required by Customs, Immigration, Public Health, Agriculture Plant and Quarantine for entry
and departure: General Declaration (4x) and Cargo Manifest (3x).
All persons should be presented for inspection.
— From Destination outside USA
This has serious consequences with regard to entry clearance requirements and subsequent release of
passengers to their final destination by other carriers or surface transport.
In addition to the authorities mentioned above, the Customs & Border Protection (CBP) requires Advanced
Passenger Information (API).
For destinations HAV, MEX, YOW, YEG, YUL and YYZ this is always provided, but for all other destinations
outside the USA, Dispatch shall contact OCC/LM, ref. OM A (BOM) 2.4-2, who will provide the API.
10.1 Introduction
US Dept. of Transportation (DOT) Passenger Protection rules on tarmac delays apply for all scheduled air
carriers arriving at or departing from a US airport, including diversions to US alternate airports.
These rules include, amongst others, time limits on tarmac delays without opportunity for passengers to
deplane and requirements regarding information to passengers in case of such delays.
Selected definitions:
— Tarmac delay: Holding on the ground after landing/before take-off with no pax deplaning opportunity.
— Deplaning opportunity: PA announcement concerning the deplaning opportunity and aircraft door open
with access to the terminal or other form of deplaning, including suitable transport to the terminal (e.g. air
stairs and bus operation).
NOTE: KLM (Back office) has to report all tarmac delays of 3 hours or more to the US DOT.
11. ESCAT
11.1 Introduction
The Emergency Security Control of Air Traffic (ESCAT) Plan, Title 32 CFR Part 245, provides control of civil
and MIL air traffic when an (air) defence emergency is declared.
Scope: US territorial airspace and airspace over which the FAA has ATC jurisdiction by ICAO agreement.
A defence emergency will be declared in case of a major attack on US or allied forces anywhere, and/or any
attack upon the USA.
11.2 Implementation
When ESCAT is implemented, the military will provide instructions through civil ATS channels with respect to
diversion, landing, and grounding of civil aircraft.
In designated areas, the ESCAT Air Traffic Priority List (EATPL) will then restrict all aircraft movements: Civil
flights have the lowest priority (= 8) on this list.
OPEN
EnRoute-Mexico7.12
NOTE: For practical purposes, UFN only Eastbound procedures are published below, in order to cater for an
EnRouteviaAnchorageFIRs7.13
(unexpected) return from Japan via Alaska. Anchorage Arctic FIR is not covered.
1.1 General
Observe Japanese and general oceanic airspace procedures in OM C2 (Regional ROM).
1.3 SLOP
Authorized in oceanic airspace.
2.1 General
Observe US and general oceanic RNP 10 airspace procedures and guidelines in OM C2 (Regional ROM).
2.5 Navigation
— SLOP: Authorized in oceanic airspace.
— Minimum Separation in Anchorage Oceanic FIR:
• Lateral:
— 50NM between aircraft approved to RNP 10 or better.
— 30NM between aircraft approved to RNP 4 or better, provided that:
— Direct controller-pilot voice or CPDLC COM and ADS surveillance are maintained;
— An ADS lateral deviation change event contract is established, with a lateral deviation threshold
of 5NM.
• Longitudinal: 50NM between aircraft approved to RNP 10 or better, and 30NM for RNP 4 or better.
— Re-routes: Because of congestion, flights may be re-routed based on short range clearances.
Example for Fukuoka ACC, if unable to clear a flight via planned A590: ’KL... is cleared to ’SYA’ via R591,
expect further routing from Anchorage ARTCC after AKISU’.
— Radial/DME cross checks available from Shemya ’SYA’:
• R220, NATES = R329/152.
• R580, ONEIL = R329/102.
• A590, PINSO = R329/052.
• G344, CHIPT = R148/100.
— Oceanic Navigational Error Reports: An ONER will be filed when a lateral deviation of 20 NM is observed.
— Radiation Hazard area: Area out to 62 NM from antenna on Shemya Island (N52 44 E174 05) on a bearing
of 250 through 028º T. These are parameters for information only.
4. ARCTIC AREA
See Chapter ’En Route - North Atlantic’.
— General
• Background info on automated airport systems published after para ’Decoding Word Contractions’.
• Canada: When a TAF cannot be produced, an airport or TMA Advisory is provided in TAF format.
The qualifying reason follows the term 'Advisory':
— OFFSITE = The report may not reflect airport conditions;
— NO SPLS = No SPECI possible, i.e. no continuous weather watch.
• USA: METARs have no trends, and TAFs have no turbulence, icing and temperature forecasts.
(Turbulence, icing and temperature forecasts can be found in SIGMET/AIRMET.)
• CCX (Canada) and COR (USA) = Correction to observation, disregard previous report.
— Wind
• TAF: WS = Non-convective low-level wind shear. Canada: Max. 1500 ft AGL, USA: Max. 2000 ft.
Example: WS015/30045KT = At 1500 feet AGL, wind 300º at 45 knots.
• AWOS/LWIS do not report 'V' (variable) information.
• USA: VRB = Speed 1 - 6 knots, and V (varying) = Speed > 6 knots and direction varies by 60º or more.
— Visibility and RVR
• Canada and USA: VIS in Statute Miles (SM), RVR in feet. Canada: ’13/8SM' = 1 and 3/8 SM.
• Prevailing VIS is used, not the lowest and maximum values. See RMK section, below (Sector VIS).
• USA: VIS and RVR have no trend indicators D, U or N.
USA: If VIS (either from TWR or SFC) is below 4 SM, the lesser of the two is reported in the body of
the report; the greater is reported in the RMK section, see below.
NOTE: VIS given in the body of the report is controlling.
— Present, Forecast and Recent weather
• BR = VIS equal to or more than 5/8 Statute Mile (SM), max. 6 SM. FG = VIS < 5/8 SM.
• VC in TAF = 5 - 10 SM from centre of runway complex. USA: DSNT (distant) = Beyond 10 SM.
• VC in METAR: Canada = Within 5 SM, but not at the site. USA = Between 5 and 10 SM from site.
• Canada: DU, SA & HZ = VIS 6 SM or less; SS and DS = VIS < 5/8 SM; +SS and +DS = VIS < 5/16 SM.
— Clouds and Vertical Visibility
• CAVOK and (USA) NSC is not used.
• NSW (no significant weather) = Phenomena (RA, SN, DZ, etc.) as previously noted in BECMG or
TEMPO groups have ended, but low ceilings, wind shear and other weather conditions may still exist.
• ASOS/AWOS: CLR BLO 120 = No clouds <12 000 feet.
— Air Pressure: A, followed by QNH in hundredths of inches of mercury. Example: A2992.
— RMK / Supplementary Info
Remarks generally elaborate on parameters in the body of the report.
• A02 = ASOS/AWOS with (A01 = without) precipitation discriminator.
A precipitation discriminator determines the difference between liquid and frozen/freezing precipitation.
• PK WND 28045/15 = Peak wind 280 ºTrue, 45 knots, 15 min past the hour. (The hour may be added.)
• WSHFT 30 = Wind shift at 30 min past current hour.
• VIS 1/2V2 = Variable VIS 1/2 - 2 SM, i.e. rapid increase/decrease between 1/2 - 2 SM.
• VIS NE 2 1/2 = Sector VIS 2 1/2 SM in the NE octant.
VIS 2 1/2 RWY11 = VIS 2 1/2 SM at second sensor at RWY11.
• SECTOR VIS (Canada): Given if half, or less than half, of the prevailing VIS.
SECTOR VIS (USA): Given when differing from the prevailing VIS and either one is less than 3 SM.
• OCNL LTGCCCG NE = Lightning, frequency, type and location (quadrant or octant).
OCNL = <1 flash/min; FRQ = 1 - 6 flashes/min, and CONS = >6 flashes/min.
Lightning type and other abbreviations in paragraph 3, hereafter.
>> A <<
>> C <<
>> F <<
>> L <<
>> W <<
>> X <<
X sky obscured
XCP except
XPC expect
XT(D) extend(ed)
XTDG extending
XTRM extreme
XT(N)SV extensive
>> Y <<
....Y Yukon Standard Time
YKN Yukon
YLSTN Yellowstone
1. INTRODUCTION
Destn
i ato
i nAlternates7.15
— Aircraft type codes, below the destination name, indicates approval of alternate selection by the CP.
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle.
— Alternate airports published below are adequate for all KLM aircraft types, except as indicated (Remarks).
— Availability of adequate ground handling equipment and maintenance is not assured at all alternate ADs.
Legend
C1 Commercial alternate sequence number (Source: OCC/LM)
M Non-standard alternate minima (details available via Dispatch, OCC/OV), see also NOTE
R Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI (Source: SPL/OC) or OM C4 (SPL/OL)
F Restricted fuel availability (no other restrictions), see OM C3 AOI (Source: SPL/OC)
NOTE: Observe non-standard Canadian and USA alternate planning minima in Chapter 7.3 & 7.4.
Diversion to USA: In principle ’Fuel & go’ only, because of customs & immigration restrictions.
Diversion to USA: In principle ’Fuel & go’ only, because of customs & immigration restrictions.
B777/787 ºT NM Remarks
Ontario KONT ONT 224 171 ’Fuel & go’ only
Los Angeles C1 KLAX LAX 231 205
San Diego KSAN SAN 206 225
Oakland C3 KOAK OAK 286 354 OCC/LM advice: Limited Customs & Immigration services
San Francisco C2 KSFO SFO 285 359
B777/787 ºT NM Remarks
Ontario KONT ONT 080 041 ’Fuel & go’ only
San Diego KSAN SAN 140 095
Las Vegas C2 KLAS LAS 051 205
Oakland C3 KOAK OAK 321 293 OCC/LM advice: Limited Customs & Immigration services
San Francisco C1 KSFO SFO 319 293
B777/787 ºT NM Remarks
Querétaro C1 MMQT QRO 312 095 R
Acapulco MMAA ACA 194 165 ’Fuel & go’ only
Guadalajara C2 MMGL GDL 285 248 M, see Chapter 7.5
Merida MMMD MID 080 538
Houston C3 KIAH IAH 018 665
A330 ºT NM Remarks
Fort Lauderdale C1 KFLL FLL 022 018
Fort Myers C3 KRSW RSW 299 091
Nassau MYNN NAS 107 160
Orlando C2 KMCO MCO 341 168
Tampa C4 KTPA TPA 318 178
Diversion to USA: In principle ’Fuel & go’ only, because of customs & immigration restrictions.
Diversion to USA: In principle ’Fuel & go’ only, because of customs & immigration restrictions.
Diversion to USA: In principle ’Fuel & go’ only, because of customs & immigration restrictions.
1.1 Introduction
In case of total loss of ATC services by Shanwick Oceanic and/or the collocated Scottish Domestic ACC (e.g.
evacuation), Gander OACC will assume responsibility for ATS in Shanwick OCA to the best of their ability.
Shanwick RDO HF communicators are remotely located, and will (normally) not be affected.
In case a limited ATC service remains possible, Shanwick may promulgate OTS contingency tracks via AFTN.
See next page for Eastbound contingency routes in Scottish (domestic) FIR.
1.3 Westbound
— Oceanic clearance not acknowledged: Do not enter Shanwick OCA, but circumnavigate OCA or divert.
— Oceanic clearance acknowledged
SCD, continue. However, the UK AIP strongly advises to re-route around Shanwick OCA or to divert.
— Within Scottish FIR, and Scottish CTL is also evacuated:
• In case an oceanic clearance was acknowledged: SCD, continue in accordance with that clearance.
• Broadcast position reports on the last assigned frequency, stating position, level and next fix.
• Consider contacting Scottish FIR airports for assistance.
• If a level change is required to comply with the oceanic clearance, apply the following non-standard
TIBA format on the last assigned frequency, 121.5 & Interpilot 123.450:
— At least 3 min before starting climb or descent
ALL STATIONS, KLM..., WESTBOUND, DIRECT FROM (Landfall fix) TO (Oceanic Entry Point,
OEP), LEAVING FL... FOR FL... AT (distance)(direction) FROM (OEP) AT (time).
— When starting level change
ALL STATIONS, KLM..., WESTBOUND, DIRECT FROM (Landfall fix) TO (OEP), LEAVING FL...
NOW FOR FL...
— When level: ALL STATIONS, KLM..., MAINTAINING FL...
— Within Shanwick OCA
• Proceed as cleared. COMP advice SPL/OL: Avoid requesting changes in level, speed or route.
• Transmit voice position reports (incl. current Mach No.) to the next appropriate OACC, until clear of
Shanwick OCA. If unable: SATCOM, Shanwick RDO (HF), or ARINC New York (Chapter 1.6 - 6).
• If still unable, or if sending position reports to multiple ATS units, consider relay via ATM-Dispatch.
• ADS-C/CPDLC: Do not log on to Gander OACC (CYQX), unless instructed to do so.
1.4 Eastbound
— Planned via Reykjavik or Santa Maria FIR
Reykjavik and Santa Maria will issue advice. Anticipate a large re-route to avoid the affected area.
— Within Shanwick OCA
• Proceed as cleared.
• Report position via voice to Gander OACC until clear of Shanwick OCA.
If unable: SATCOM, Shanwick RDO (HF), or HF ARINC New York (Chapter 1.6 - 6).
• If still unable, or if sending position reports to multiple ATS units, consider relay via ATM-Dispatch.
2. GANDER (O)ACC
2.2 Westbound
— Oceanic clearance not acknowledged: Do not enter Gander OCA, but circumnavigate OCA or divert.
— Within Gander OCA
• Proceed as cleared. Do not request changes in level, speed or route, except for safety reasons.
• Maintain listening watch on the current ATS frequency, and apply TIBA on 121.5 & Interpilot 123.450.
• Transmit voice PSN reports (including current Mach No.) to Shanwick RDO (any frequency).
If unable: SATCOM, ATM-Dispatch, or HF ARINC New York (Chapter 1.6 - 6).
• Transmit a standard voice position report to the next ATC unit, also when on ADS-C/CPDLC or ADS-B.
• If unable, or if sending position reports to multiple ATS units, consider relay via ATM-Dispatch.
— Within Gander Domestic FIR
• Maintain listening watch on the current ATC frequency, and apply TIBA on 121.5 & Interpilot 123.450.
• Contact Montreal or Moncton ACC, depending on the Oceanic Exit Point (OEP):
•
2.3 Eastbound
— Oceanic clearance not acknowledged
Do not enter Gander OCA, but circumnavigate OCA or divert.
Flights may be required to re-route around the Gander Domestic FIR as well.
— Oceanic clearance acknowledged
Proceed as cleared. Do not request changes in level, speed or route, except for safety reasons.
— Westwards extension of Eastbound OTS
The Eastbound OTS will be extended to begin at Contingency fixes on or near the western boundary
between the Gander FIR and the Moncton & Montreal FIRs as follows:
—
1.1 Colombia
— Galeras (ICAO 1501-08): N01 13.1 W077 22.1, R040/28 NM Ipiales ’IPI’, elevation 4276 Metres.
— Nevada del Ruiz (ICAO: -): N04 55.5 W075 19.3, 60 NM west of Bogota ’BOG’, elevation 5321 Metres.
1.3 Ecuador
Name - Monitoring ICAO Coordinates Quito ’QIT’ Elevation
Antisana - None 1502-03 S00 28.9 W078 08.4 R140/35 NM 5758 M
Cayambe - None - N00 01.8 W077 59.1 R083/32 NM 5790 M
Cerro Corazón - None - S00 31.7 W078 39.5 R197/31 NM 4788 M
Cerro Quilindana - None - S00.46.6 W078 19.6 R166/45 NM 4878 M
Chachimbiro (Loma Albugui) - None - N00 28.1 W078 16.8 R025/33 NM 4054 M
Chimborazo - None - S01 27.9 W078 48.9 R192/87 NM 6310 M
Cotopaxi - None 1502-05 S00 40.6 W078 26.1 R173/38 NM 5897 M
Cuicocha (Loma la Piramida) - S, D, C - N00 18.6 W078 20.8 R026/23 NM 3378 M
Guagua Pichincha - S, D, C 1502-02 S00 10.6 W078 35.9 R212/10 NM 4784 M
Imbabura - D - N00 15.6 W078 10.6 R049/27 NM 4621 M
Nevado Carihuairazo - None - S01 24.1 W078 45.1 R190/83 NM 5020 M
Nevado El Altar - None - S01 41.0 W078 25.3 R177/98 NM 5320 M
Nevado Iliniza Sur - S, C - S00 39.6 W078 42.8 R198/39 NM 5248 M
Pilava - S - N00 31.5 W078 21.5 R015/35 NM 4300 M
Pululahua - None - N00 01.6 W078 28.6 R026/4 NM 2811 M
Quilotoa - None 1502-06 S00 51.0 W078 54.0 R206/54 NM 3910 M
Reventador - None 1502-01 S00 04.6 W077 39.6 R093/52 NM 3562 M
Sangay - None 1502-09 S02 00.1 W078 20.5 R175/118 NM 5230 M
Soche - None - N00 33.3 W077 34.8 R058/66 NM 3955 M
Sumaco - None 1502-03 S00 32.3 W077 37.5 R119/61 NM 3832 M
Tungurahua - None 1502-08 S01 28.0 W078 26.6 R177/85 NM 5023 M
Monitoring legend: S = Seismograph; D = Deformation, and C = Chemical.
1.4 Nicaragua
Name - Monitoring ICAO Coordinates Liberia `LIR` Elevation
Maderas N11 26.45 W085 30.0 R002/50 NM 1394 M
Concepcion N11 31.54 W085 37.48 R354/54 NM 1700 M
Zapatera N11 44.15 W085 48.57 R345/70 NM 629 M
Mombacho N11 49.37 W085 57.33 R341/77 NM 1344 M
Granada N11 55.18 W085 58.41 R342/83 NM 330 M
Masaya N11 59.10 W086 09.29 R336/90 NM 635 M
Telica N12 36.18 W086 50.28 R324/143 NM 1061 M
Volcan Azul N12 30.21 W083 47.47 R041/148 NM 201 M
2. HURRICANES
Tropical revolving storms (> 64 kt, 12 Beaufort) originating in the Western Atlantic Ocean or off the West African
coast are known as Hurricanes. They gain intensity while traveling towards the Caribbean.
They are most likely between AUG and OCT, but can occur any time between MAY and NOV.
The southernmost edge of the Hurricane belt is approximately N10º.
The principal trajectories are parabolic: First moving west, than northwest, and while some continue into
Mexico, most re-curve across the islands or the Florida peninsula and pass into the North Atlantic.
The frequency and severity of storms varies from year to year and may be influenced by other climatological
factors such as El Niña/La Niña; individual storms may deviate widely from the general pattern.
1. RVSM
Flightplanning-General8.2
3. TCAS
There are no en-route or airport procedures in the region requiring pre-flight serviceability of TCAS, except for
the Company requirement for AMS - BOG, AMS-SJO, SJO-LIR, LIR-AMS, SJO-CUR and SJO-AMS in Chapter
8.3.
4. HF RADIOS
HF is required for KLM operations to/from the region, except when via MNPS Special Routes (i.e. via
Greenland. See Section 7, NAT & NAM.)
6. ROUTE RESTRICTIONS
The NAT OTS and active restricted airspace (including US Warning Areas, see Section 7, Chapter
Flightplanning - USA) in the San Juan and Piarco FIRs, may dictate level restrictions or rerouting.
7.1 General
In principle, Section 7, Chapter ’Flightplanning NAT’ applies also to Mid Atlantic operations.
Ensure that the domestic part of the FPL connects with the oceanic part at authorized entry/exit points.
8. CUBA - OVERFLIGHTS
Overflights (v.v.) only authorized for AMS - PTY v.v., AMS - SJO and LIR-AMS , via international airways (i.e.
excluding J routes).
2. BONAIRE BON
In absence of a GPU, avoid operation to BON with APU u/s.
3. CURACAO
MTOW limitations due to Runway Bearing Strength: B789: 247T, B781: 244T.
4. HAVANA HAV
5. LIMA LIM
6. PANAMA PTY
— In order to avoid passenger security screening problems with USA, flights to/from PTY shall be routed
outside US domestic airspace, i.e. outside the New York, Jacksonville and Miami ARTCCs.
(No restriction for routing via the NY and Miami Oceanic FIRs.)
— RNP AR APCH PTY: RNAV (RNP) Y 03L, 03R and Z 21R may be planned and executed.
This includes the connecting RNAV (RNP) STARs.
— Destination Alternate Balboa:
• RNP AR APCHs RWY 18 and 36, title RNAV (RNP) 18 and Z36 respectively, may be planned and
executed.
• In order to reduce the risk of an actual diversion to Balboa, when MPPA is selected as Destination
alternate, the crew should consider 15 min of Extra (WXX) fuel when there is a TS forecast for PTY
higher than PROB 30/40 TEMPO between 1 HR before and after ETA.
If applicable, Dispatch shall insert in the OFP header: CONSIDER EXTRA FUEL, REF. OM C1 8.3 - 6.
It should be taken into account that TS activity around PTY is usually short-lived in nature.
7. PARAMARIBO PBM
There is a substantial chance of early morning fog at Paramaribo, Cayenne (SOCA) and Georgetown (SYCJ).
As applicable, Port of Spain (TTPP) could be considered for Destination alternate planning.
8.8 N-1 Performance Check B777 - UIO & GYE, Via EVRED
— Introduction
High MFAs over the Andes range require an N-1 performance check for SE-erly routing via EVRED.
The terrain presentation on the associated OM C2 (Regional ROM) charts is identical to the one for airport
charts, except that the white layer is not related to any airport elevation but to the 6000 ft contour line.
— Conditions
The N-1 Guidelines are based on:
• Max. En Route Weight at REP or DP as per Chapter Flightplanning - Destination Procedures.
• 50 kt head wind during drift down.
• Clean configuration & Engine Out Drift down speed.
• Temperature for engine performance ISA +10.
• Engine A/I on.
— Weight Restrictions
Dispatch shall check that the expected En Route Weight (tonnes) at EVRED (see OM-C2) remains below
for B777-200: 290 T; B777-300: 350 T.
If not, the TOW should be decreased accordingly.
If a MEL/CDL item applies with an En Route Climb correction (in kg), this correction should be subtracted
from the weights above.
Because of limited take-off performance of RWY 07 due to nearby terrain, a take-off from RWY 25 for direct
flights to AMS must be planned. If the take-off performance calculation for RWY 25 forecasts an exceedance
in operational limits (namely tailwind), or if passengers must be left behind, an intermediate fuel stop is required
at CUR (TNCC). The procedure below must be followed if the forecast shows an potential exceedance of the
operational limits (tailwind), or payload loss is to be expected.
Procedure:
1. RWY 25 must be planned for a take-off at SJO to AMS. If passengers must be left behind when using RWY
25 or if operational limits requires the use of RWY 07 an intermediate fuel stop via CUR is required.
2. ATM-Dispatch provides on the OFP header the MTOW for RWY 25 with 15 kts tailwind and for RWY 07
based on 0 kts wind and wet RWY. Ensure MLAW at CUR will not be exceeded.
3. As soon as possible but latest STD -30, the flight crew initiates a conference call with ATM-Dispatch, OCC/
LM and OMF to discuss the course of action to be taken using the current WX conditions and the
performance limited take-off weight. Final fuel shall not be uplifted until decision for the SJO - AMS stretch
has been made.
4. ATM-Dispatch will file the applicable FPL SJO - AMS or SJO - CUR and provide the applicable OFP briefing
package.
10.1 General
— A330 may use TNCM as ERA and A330 may use TNCM as Destination alternate in case of operation to
Pointe-à-Pitre or San Juan for an intermediate fuel stop, ex-SXM.
— B777/787: Because of CAT B considerations, TNCM shall not be planned as Destination alternate or ERA.
When via Shanwick and (domestic) Madrid UIR into Santa Maria Oceanic FIR, ensure that oceanic clearances
are received from both Shanwick and Santa Maria OACC’s.
— The terrain presentation on the associated OM C2 (Regional ROM) charts is identical to the one for airport
charts, except that the white layer is not related to any airport elevation but to the 6000 ft contour line.
— The OM C2 (Regional ROM) Decompression Guidelines are based on:
• Temperature ISA -10 (for MFA correction).
• Standard passenger oxygen configuration. (B777: Dispatch pressure as per OM B.).
• Rapid Descent procedure as per OM B.
• No wind.
• Clean configuration and VMO/MMO -5 kt at level-off and intermediate altitudes above 10 000 ft.
— The OM C2 (Regional ROM) N-1 Guidelines are based on mentioned in Chapter 8.3, refer to:
Paragraph 5.7 ’N-1 Performance Check B777 - LIM, Northbound’.
Paragraph 8.8 ’N-1 Performance Check B777 - UIO & GYE, Via EVRED’.
1. INTRODUCTION
Destn
i ato
i nAlternates8.6
— Aircraft type codes, below the destination name, indicates approval of alternate selection by the CP.
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle.
— Alternate airports published below are adequate for all KLM aircraft types, except as indicated (Remarks).
— Availability of adequate groundhandling equipment and maintenance is not assured at all alternate airports.
Legend
C1 Commercial alternate sequence number (Source: OCC/LM)
M Non-standard alternate minima (details available via Dispatch, OCC/OV)
R Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI (Source: SPL/OC) or OM C4 (SPL/OL)
F Restricted fuel availability (no other restrictions), see OM C3 AOI (Source: SPL/OC)
B777/787 ºT NM Remarks
Cali C1 SKCL CLO 243 151
Cartagena C2 SKCG CTG 347 355 B772 & B789 only.
Barranquilla C3 SKBQ BAQ 354 374 ’Fuel & go’ only
Panama City MPTO PTY 310 409
B777 ºT NM Remarks
Chiclayo C1 SPHI CIX 179 278 F; No pax facilities
Cali C2 SKCL CLO 032 401
Lima SPJC LIM 164 614
Panama City MPTO PTY 002 677
Pisco SPSO PIO 163 728
A330 ºT NM Remarks
Varadero C1 MUVR VRA 087 054
Cancun MMUN CUN 246 275 M (see Chapter 7.5, Flightplanning - Mexico)
Higuey (Punta Cana) C3 MDPC PUJ 106 831
Panama City C2 MPTO PTY 168 853
B777 ºT NM Remarks
Pisco C2 SPSO PIO 153 116
Chiclayo SPHI CIX 333 353 F; No pax facilities
Guayaquil C1 SEGU GYE 344 614
B777/787 ºT NM Remarks
Balboa C1 MPPA BLB 234 016 R
Cartagena C2 SKCG CTG 070 243 B772 & B789 only.
San Jose MROC SJO 281 291 M
Barranquilla SKBQ BAQ 068 293 ’Fuel & go’ only
Cali C3 SKCL CLO 152 377
Liberia MRLB LIR 285 377
Bogota SKBO BOG 130 408
Aruba TNCA AUA 069 589 R
Curacao TNCC CUR 072 642
NOTE: This alternate selection may be required in case of an intermediate fuel stop, ex-SXM.
A330 ºT NM Remarks
St. Johns TAPA ANU 344 055
Martinique C2 TFFF FDF 163 106
St. Maarten C1 TNCM SXM 320 140
San Juan TJSJ SJU 297 288 ’Fuel & go’ only: Valid US visa or visa waiver (ESTA)
required
B777 ºT NM Remarks
Guayaquil C1 SEGU GYE 215 147
Cali C2 SKCL CLO 030 255
Chiclayo SPHI CIX 191 407 F
Panama City MPTO PTY 335 557
Cartagena SKCG CTG 015 658 B772 & B789 only.
Lima SPJC LIM 173 718
NOTE:
1. This alternate selection may be required in case of an intermediate fuel stop, ex-SXM.
2. ’Fuel & go’ only: Valid US visa or visa waiver (ESTA) required.
A330 ºT NM Remarks
St. Maarten C1 TNCM SXM 098 167
Santo Domingo MDSD SDQ 269 209
St. Johns TAPA ANU 108 254
Pointe-à-Pitre C2 TFFR PTP 117 288 F
NOTE: This alternate selection may be required in case of an intermediate fuel stop, ex-SXM.
A330 ºT NM Remarks
Pointe-à-Pitre C1 TFFR PTP 164 055
St. Maarten C2 TNCM SXM 306 093
Martinique TFFF FDF 163 160
San Juan TJSJ SJU 288 253 ’Fuel & go’ only: Valid US visa or visa waiver (ESTA)
required.
A330 ºT NM Remarks
St. Johns TAPA ANU 126 093
Pointe-à-Pitre C3 TFFR PTP 140 140 F
San Juan TJSJ SJU 278 167 ’Fuel & go’ only: Valid US visa or visa waiver (ESTA)
required
Martinique TFFF FDF 150 240
Bonaire TNCB BON 221 464
Curacao C1 TNCC CUR 224 488
Aruba C2 TNCA AUA 230 520 R
OPEN
RegionalBackgroundInformation9.1
1. RVSM
Flightplanning9.2
1.1 Introduction
Instructions given in Section 3 EUROPE apply also for South Atlantic & South American RVSM airspace.
3. TRANSPONDER
Argentina, Brazil and Chile: Mode A/C required. If u/s, arrangement possible with ATC.
4. TCAS
There are no en-route or aerodrome procedures in the region requiring TCAS serviceability upon dispatch,
except when planning outside the EUR-SAM Corridor via Atlantico FIR Class G airspace, see next page.
5. HF RADIOS
HF is required for KLM operations to/from this region.
8.1 General
Random planning north of and in Santa Maria FIR to/from boundary WPs with Sal or Piarco UIR allowed.
9.1 General
— In principle, entry/exit of the Atlantic Ocean Random RNAV Area (AORRA) shall be planned via published
boundary REPs (so-called gates).
In absence of suitable boundary gates, LAT/LONG of AORRA boundary crossings shall be used.
Inside the AORRA, REPs to be planned at intervals of every 5° LONG, e.g. W015, W020, W025.
— Avoid DCT`s longer than 300nm.
— RNAV 10 (RNP 10) required.
— Published routes in the AORRA portion of the Atlantico FIR (e.g. UL206 and UL330) are to be disregarded,
unless effective via NOTAM, for temporary ATS contingency purposes.
NOTE: Gran Canaria, Lajes, Sal and Tenerife South in Section 10, Africa, chapter 10.2.
— In case of air-ground voice or data link communication problems, it is recommended to apply a limited
vertical offset from the assigned level, in order to ensure vertical separation.
— In case of deficiencies in ATS intercentre communications, ATS may have difficulties in providing control
or traffic information. E.g. FPL data may not be available.
— In case ADS-C/CPDLC is not available, this implies:
• Outside radar coverage: Difficulties for ATS to plot and project tracks of random traffic.
• Outside VHF range: Use of HF radio operators, i.e. no direct pilot - controller contact.
NOTE: In order to avoid negative consequences of these conditions, do not hesitate to advance the request
for FIR entry clearance, especially south of Santa Maria and Sal FIRs.
— In case the (current) FPL does not route via published boundary REPs, Oceanic ACCs/FICs may request
crossing position and ETA of their common FIR boundary.
Additionally, if not via REPs on published crossing routes, Oceanic ACC’s/FICs may request crossing
position and ETA for the route to be crossed.
— AORRA, east of the EUR - SAM Corridor: Published routes are only effective when promulgated via
NOTAM as Contingency routes.
1. INTRODUCTION
Destn
i ato
i nAlternates9.4
— Aircraft type codes, below the destination name, indicates approval of alternate selection by the CP.
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle.
— Alternate airports published below are adequate for all KLM aircraft types, except as indicated (Remarks).
— Availability of adequate groundhandling equipment and maintenance is not assured at all alternate airports.
Legend
C1 Commercial alternate sequence number (Source: OCC/LM)
R Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI (Source: SPL/OC) or OM C4 (SPL/OL)
F Restricted fuel availability (no other restrictions), see OM C3 AOI (Source: SPL/OC)
B777/787 ºT NM Remarks
Montevideo C1 SUMU MVD 091 124 Morning fog (MAY - SEP, winter southern hemisphere)
Rosario SAAR ROS 315 161 R; ’Fuel & go’ only
Cordoba C2 SACO COR 305 355
Mendoza SAME MDZ 283 526
Luque (Asuncion) C3 SGAS ASU 006 577 Not adequate for B787 due to low PCN
A330 ºT NM Remarks
Recife C1 SBRF REC 140 339
Salvador C2 SBSV SSA 179 550
Belem C3 SBBE BEL 283 615
B777/787 ºT NM Remarks
Sao Paulo C1 SBGR GRU 258 182
Belo Horizonte C3 SBCF CNF 348 195
Campinas C2 SBKP VCP 266 215
Brasilia SBBR BSB 328 495
B777/787 ºT NM Remarks
Mendoza C1 SAME MDZ 071 106
Concepcion SCIE CCP 209 232 Non-standard alternate: See Chapter 9.2-14; F
Cordoba SACO COR 070 357
Buenos Aires C2 SAEZ EZE 098 616 Morning fog (MAY - SEP, winter southern hemisphere)
B777/787 ºT NM Remarks
Campinas C2 SBKP VCP 305 045
Rio de Janeiro C1 SBGL GIG 078 182 Morning fog (MAY - SEP, winter southern hemisphere)
Curitiba SBCT CWB 230 194 F
Belo Horizonte C3 SBCF CNF 031 268
Brasilia C4 SBBR BSB 350 462
NOTE:
1. ASECNA = Agence pour la Sécurité de la Navigation Aérienne en Afrique.
2. Rwanda and Burundi above FL245: Dar es Salaam UIR.
3. Sal and Dakar Oceanic UIRs/FIRs, although part of the ICAO AFI region, are covered in Section 9.
1. TERRAIN
RegionalBackgroundInformation10.1
2. WEATHER
Weather is strongly influenced by the Inter Tropical Front (ITF) in the Inter Tropical Convergency Zone (ITCZ).
Most northerly ITF position over land is approx. N 20º in August, and the most southerly position in West Africa
is N 10º - N 5º in February. Over East and Southern Africa, the ITF’s most southerly position is S 10º - S 20º.
The ITF is associated with heavy CB activity and, at West African coastal aerodromes in winter (with northerly
winds), reduced VIS caused by Sahara dust.
1. RVSM
Flightplanning-General10.2
2. TRANSPONDER
Legend: R = Mode A + C required. P = Arrangement with ATC possible if u/s.
Algeria - Alger FIR R (except in Class G airspace); P
Botswana - Gaborone FIR R; P
Egypt - Cairo FIR R; P
Ethiopia - Addis FIR R; ?
Ghana - Accra FIR R; P
Kenya - Nairobi FIR Above FL140 within controlled and advisory airspace: R; P
Morocco - Casablanca FIR R; P
Nigeria - Kano FIR R; P
RSA - Johannesburg & Cape Town FIRs Within controlled and advisory airspace: R; P
Rwanda - Kigali TMA R; P
Spain - Canaries FIR/UIR Mode A: R; P
Tanzania - Dar es Salaam FIR R; P
Tunisia - Tunis FIR Class A and D airspace: R; P
Zimbabwe - Harare FIR Class C airspace: Mode A: R; P
NOTE: No requirement for other countries.
3. TCAS
There is no TCAS serviceability requirement upon dispatch, but see under Egypt (see next Chapter) when u/s.
4. HF RADIOS
HF is required, except for destinations on the North African coast, in Morocco and on the Canary Islands.
7. AFTN DEFICIENCIES
Weather forecasts and NOTAMs, although produced by MET and AIS offices at African aerodromes, may not
be available in Europe and v.v. because of AFTN deficiencies between the two regions.
8. FUEL QUALITY
No uplift allowed for the following aerodrome:
— Algeria: Oran (DAOO).
— Nigeria: Kano (DNKN).
’No (recent) data’ for the following aerodromes:
— Algeria: Ghardaia (DAUG), In Salah (DAUI) and Tamenghasset (DAAT).
— Sudan: Port Sudan (HSPN).
Uplift only after consult with SPL/SA:
— Sudan: Port Sudan (HSPN).
1. EGYPT
Flightplanning-Country&DestinationProcedures10.3
— TCAS u/s
Dispatch with TCAS u/s is authorized for a period not exceeding 10 days. However, this exemption is only
valid until the first time the aircraft returns to its maintenance base.
When operating under this exemption, FPL Item 18 shall mention: RMK/TCAS II EQUIPPED, BUT U/S.
— Southbound via Sinai
For destinations in the Gulf area, routing is authorized via PASOS (Cairo FIR entry) - L550 - KARIK -
B411 - ULINA (Amman FIR entry) - DEESA (Jeddah FIR entry). See also Middle East Chapter 4.3.
2. MALI
ETOPS planning overhead Mali airspace.
Due to the military conflict in Mali, the airspace is prohibited below FL320 by international forces controlling the
area. ETOPS ERA selection is limited to avoid planned penetration of the prohibited area below FL100.
— Aerodrome selection North of Mali:
Select LEMG, DAAG, DAOO, DAUI, DAUG or DTTJ (Do not use any other aerodromes in Algeria)
— Aerodrome selection South of Mali:
Select FTTJ, DNKN or DNAA.
NOTE: For flights to/from DGAA and DNMM the EEP/EXP may be based on the 60 minutes circle of DRRN or
DFFD.
When the above planning cannot be complied with for weather or any other reason, select the route
circumnavigating the Mali area via UY212 from EREBO to DAMNA or vice versa and normal ETOPS planning
may be applied, using DNAA, DGAA or DNMM as ETOPS ERA.
For Non-ETOPS flights, returning to SPL only, consultation with SPL/OL and SPL/AV is required.
3. SOMALIA
Because of the current political situation, do not use any airport in the country for planning purposes or actual
diversion, not even in case of emergency.
4. TANZANIA
Max. Fuel
Stretch Conditions/Restrictions
Rem. (T)
AMS - LAD Ground stop >5 HRS 45
Ground stop 2 - 5 HRS 36
Ground stop <2 HRS 20
AMS - LOS OAT at ETA >20 °C 22
OAT at ETA 11 - 20 °C 12
AMS - KGL - 12
AMS - FNA - 16
WDH - LAD - 36
1. INTRODUCTION
EnRoute10.4
The background information in Chapter 10.1 and this Chapter concentrate on the possible negative effects of
ATS infrastructure deficiencies in the region. This information aims at enhancing crew awareness
Such awareness has proven to be beneficial to safety and efficiency: The number of serious incidents is
comparatively low.
2. COMMUNICATIONS
3. NAVIGATION
Reason: The use of HF radio operators may result in less effective communications. Consequently, ATS
may have difficulties in projecting tracks of traffic on direct routes and calculating expected crossing times
with other (known!) traffic.
— Deficiencies (temporary or not) in ATS intercentre and/or air - ground communications further influence
ATC/FIC capabilities to provide traffic separation and/or traffic information.
— In general, off-route operations should be avoided for these reasons: The economic gain may be
outweighed by the decreased level of safety.
— In uncontrolled airspace, ATS cannot reject a request for a direct route (because such a request is not
required in the first place). Local operators may operate on direct routes.
4.2 Navaids
— Not all countries have airborne flight checking equipment, but not all of these countries officially publish that
navaids are 'ground checked only’.
— Not all APP or TWR positions have functioning navaid monitoring equipment.
This explains why ATC may clear flights for approach while the required navaid is u/s.
Timely notification by crews of unserviceability of navaids to ATC is helpful in this respect
5. CREW FEEDBACK
— Operators are obliged to report 'any inadequacy of facilities observed in the course of operations’ to the
responsible authority.
Crew reports are normally given directly via ATS communication channels and/or after flight, and via FEP-
IFR. Additionally, crews could use ACARS: address code SPLOLKL.
— Deficient AIS output leads to incorrect OM C contents. Improvements are only possible when differences
between OM C documentation and 'reality' are reported.
— NOTAM info should be checked prior to filing any report on observed deficiencies. In this respect, deficient
AFTN channels between Europe and Africa could be a complicating factor.
— Avoid delivering (strong) negative comments directly to ATS staff, neither via RT nor 'face to face', as this
often proves to be counter-productive, for individual flights but also for KLM.
Be aware that the individual ATS person cannot be held responsible for deficient parts of the aeronautical
infrastructure, and especially not for the general economical and political situation in his/her country.
— Crew feedback has proven to be essential in enabling improvements to be implemented: Areas of deficient
facilities and services can only be monitored by KLM and IATA based on continuous crew reports.
— Authorities and the ICAO AFI Regional office are informed either directly by KLM or through IATA, in
concert with member airlines. E.g. the IATA AFI office set up an 'air incident' data base containing all
reported incidents over recent years.
Unfortunately, major improvements sometimes require a considerable period of time to become effective.
— Finally: No report = No problem = No cure.
1. VHF
VOLMET10.5
NOTE: Except for Santa Maria, full details of the above VOLMET Stations in Section 3, Europe.
2. HF
— Lajes and Santa Maria: Shannon HF 3413 HN- 5505 - 8957 - 13264 HJ, between H+ 15-20 and H+ 55-00.
NOTE: Full details of the Shannon HF VOLMET in Section 3, Europe.
— Brazzaville HF 10057 (18-05).
Fr + En, between H+ 15-25 and H+ 45-55, METAR, (if available) with TREND for:
Antananarivo
Brazzaville
N'djamena
Douala
Bangui
Libreville
Yaoundé
Kinshasa
Kano (if avbl)
Lagos (if avbl)
Luanda (if avbl)
1. INTRODUCTION
Destn
i ato
i nAlternates10.6
— Aircraft type codes, below the destination name, indicates approval of alternate selection by the CP.
— Contrary to alternate distances on the OFP, alternate distances below are calculated via great circle.
— Alternate airports published below are adequate for all KLM aircraft types, except as indicated (Remarks).
— Availability of adequate handling equipment and maintenance is not assured at all Destination alternates.
Legend
C1 Commercial alternate sequence number (Source: OCC/LM)
R Restricted ATS, AD and/or Handling (incl. fuel), see OM C3 AOI (Source: SPL/OC) or OM C4 (SPL/OL)
F Restricted fuel availability (no other restrictions), see OM C3 AOI (Source: SPL/OC)
B777/787 ºT NM Remarks
Johannesburg C1 FAOR JNB 047 688
Durban C2 FALE DUR 068 691
Windhoek FYWH WDH 355 694
B777/787 ºT NM Remarks
Gaborone C5 FBSK GBE 307 158
Maputo C3 FQMA MPM 087 235
Durban C1 FALE DUR 144 259
Harare C4 FVRG HRE 018 518 F
Cape Town C2 FACT CPT 227 688
A330 ºT NM Remarks
Pointe Noire C2 FCPP PNR 342 256
Brazzaville C3 FCBB BZV 023 301
Libreville C1 FOOL LBV 338 603
Windhoek FYWH WDH 163 856
A330 ºT NM Remarks
Gaborone FBSK GBE 105 481
Cape Town C2 FACT CPT 175 694
Harare FVRG HRE 070 814
Luanda C1 FNLU LAD 343 856